










L2U4- 


COPSRIGKT DEPOSIT. 










AUTOMOTIVE WIRING MANUAL 


FORMERLY 


“OFFICIAL AUTO WIRING GUIDE 


Containing Guaranteed Correct Circuit Diagrams Covering all Motor Cars 
from 1912 to 1919 inclusive; Internal Wiring Connections of Generators, 
Starting Motors, Controllers, Switches, etc., of all Electric Starting and 
Lighting Systems; also Practical Instructions on Construction, Testing, 
Repairing and Maintenance of Storage Batteries, Generators, Starting 
Motors, Coils, Controllers, Magnetos, etc. 


By HARRY L. WELLS 

in collaboration with Allan J. Pierson 
and Datus M. Pierson, 
Electrical Engineers 


Price $12.50 


1919 EDITION 


PUBLISHED BY 

AUTOMOTIVE PUBLISHING COMPANY 


440 SOUTH DEARBORN STREET 


CHICAGO, U. S. A. 






COPYRIGHT 1913, BY 

AUTOMOTIVE PUBLISHING 
.CHICAGO. U. S 



©Cl.A5 ! 1791 




3 19(9 



t 





O those in the trade the Automotive Wiring Manual will prove of very great value. 
Its purpose is to simplify electrical service on Motor Cars. 

This Manual plainly describes in full detail, the wiring circuits, internal and 
external, of every make of starter, generator, coil, cut-out, etc., and furnishes all 
necessary information for quickly finding and rectifying trouble in a manner easily 
understood by those having only a minor knowledge of electrical equipment. Technical engineer¬ 
ing data is not given because such data is not necessary. 

We guarantee the contents of this Manual to be absolutely correct. The internal wiring 
circuits and standard diagrams have all been most carefully prepared, and the information 
covering coils, batteries, motors, etc., is complete and accurate. By studying the general 
instructions, you will readily see how easily electrical circuits may be traced, and appreciate 
the simplicity of trouble finding, making tests and adjustments and rendering prompt and 
efficient service to the car owner. 

We have observed the splendid and rapid strides made, practically unaided, by automobile 
mechanics in their efforts to render service on electrical apparatus, and we know that with the 
aid of this Manual, or Guide, the problem of efficient electrical service is solved. 



THE PUBLISHERS. 






















































































CIRCUIT DIAGRAMS OF CARS 


CAR 

YEAR 

MODEL 

SYSTEM 

PAGE 

CAR 

YEAR 

MODEL 

SYSTEM 

PAGE 

Abbott-Detroit. 

. 1916-17... 

6-44. 

Remy. 

. 1 

Buick. 

... 1916. 

. 54-55. 

Delco. 

. 37 

Allen. 

. 1914-15... 

33 and 34. 

Westinghouse. 

. 2 

Buick. 

... 1915. 

. C-24 and C-25. 

Delco. 

. 38 

Allen. 

. 1914-15... 

35. 

Autolite. 

. 3 

Buick. 

... 1915. 

. C-36, 37, 54, 55.... 

Delco. 

. 39 

Allen. 

. 1916. 

37 Dimmer Bulbs... 

Westinghouse. 

. 4 

Buick. 

... 1916. 

. D-44, 45, 54, 55... \ 

Delco. 

. 40 

Allen. 

. 1916. 

37 Dimming Resist.. 

Westinghouse. 

. 5 

Buick. 

... 1917. 

. D-6, 44, 45, 46, 47./ 



Allen. 

. 1917. 

Classic Model. 

Westinghouse. 

. 6 

Buick. 

... 1917-18.. 

. D-34, 35, E-34, 35.. 

Delco. 

. 41 

Allen. 

. 1918. 

41. 

Autolite. 

. 7 

Buick. 

... 1918. 

. E-Six, 44, 45, 46, \ 

Delco. 

. 42 

Alter. 

. 1915. 


Remy. 

. 8 



47, 49, 50./ 



American. 

. 1914. 

Underslung. 

Disco. 

. 9 

Buick Truck. 

... 1915. 

. C-4. 

Delco. 

. 43 

American. 

. 1917-18... 

A. 

Westinghouse. 

. 10 

Buick Truck. 

... 1916. 

. D-4. 

Delco. 

. 44 

Anderson. 

. 1916. 

100-A-B_ 

Westinghouse. . 

11 

Cadillac. 

... 1912. 


Delco... 

45 

Apperson. 

. 1913. 


Ward-Leonard. . 

12 

Cadillac. 

... 1913. 


Delco. 

46 

Apperson. 

. 1913. 

4-45 and 4-55. 

Esterline. 

. 13 

Cadillac. 

... 1914. 


Delco. 

47 

Apperson. 

. 1913. 

45 and 55. 

Gray & Davis. 

. 14 

Cadillac. 

... 1915. 

. “8” Type 51. 

Delco. 

. 48 

Apperson. 

. 1914. 

4-45, 6-45, 6-58. 

Bijur. 

. 15 

Cadillac. 

... 1916. 

. “8” Type 53. 

Delco. 

. 49 

Apperson. 

. 1915. 

4-40 and 6-45. 

Bijur. 

. 16 

Cadillac. 

... 1917-18.. 

. 55 and 57. 

Delco. 

. 50 

Apperson. 

1915. 


Westinghouse. 

. 17 

Cartercar. 

... 1914. 

7. 

Delco. 

. 51 

Apperson. 

. 1916. 

6-48 and 8-58. 

Westinghouse. 

. 18 

Cartercar. 

... 1915. 

. 9. 

Delco. 

. 52 

Apperson. 

. 1916-17... 

6-48, 8-58, 8-17, 6-17 

Bijur. 

. 19 

Case. 

... 1914-15.. 

O. 

Westinghouse.... 

. 53 

Apperson. 

. 1918. 

8-18-A. 

Bijur. 

. 20 

Case. 

... 1914-15.. 

R. 

Westinghouse.... 

. 54 

Auburn. 

1913-14-15 


Remy. 

. 21 

Case. 

... 1914-15.. 

S. 

Westinghouse.... 

. 55 

Auburn. 

1914. 

4-40, 4-41, 6-45, 6-46 

Remy. 

. 22 

Case. 

... 1915. 

. R. 

Westinghouse.... 

. 56 

Auburn. 

1915. 

6-40. 

Delco. 

. 23 

Case. 

... 1916. 

T. 

Westinghouse.... 

. 57 

Auburn. 

. 1916. 

4-38, 6-38, 6-40. 

Remy. 

. 24 

Case. 

... 1917. 

T. 

Autolite. 

. 58 

Auburn. 

1916. 

6-40-A. 

Delco. 

. 25 

Case. 

... 1918. 

U. 

Westinghouse.... 

. 59 

Auburn. 

1917-18. . . 

6-39. 

Remy. 

.... 26 

Chalmers. 

... 1913-14.. 

17, 18, 19. 

Gray & Davis.... 

. 60 

Auburn. 

1918. 

6-44. 

Delco. 

.... 27 

Chalmers. 

... 1914. 

24. 

Entz. 

. 61 

Austin. 

1917-18. . . 

Highway King “12” 

Delco. 

.... 28 

Chalmers. 

... 1915. 

26. 

Entz. 

. 62 

Bell. 

1916. 

16. 

Ward-Leonard.... 

. 29 

Chalmers. 

... 1915. 

29. 

Entz. 

. 63 

Bethlehem Trucks.. 

1918. 

Dl, El, FI. 

Gray & Davis. 

.... 541 

Chalmers. 

... 1915-16.. 

32 and 6-40. 

Westinghouse.... 

. 64 

Briscoe. 

1915. 

B-15. 

Splitdorf-Apelco.. . 

.... 30 

Chalmers. 

... 1916. 

35. 

Westinghouse.... 

. 65 

Briscoe. 

1916. 

4-38. 

Splitdorf-Apelco... 

.... 31 

Chalmers. 

... 1917-18.. 

Six-30, 35A, 35B. .. 

Westinghouse.... 

. 66 

Briscoe. 

1916. 

8-38. 

Splitdorf-Apelco... 

.... 32 

Chalmers. 

... 1918. 

35-C. 

Westinghouse.... 

. 67 

Briscoe. 

1917-18. . . 

4-24. 

Splitdorf-Apelco... 

.... 33 

Chandler. 

... 1913. 


Westinghouse.... 

. 68 

Brown. 

1916. 


Allis-Chalmers.... 

.... 34 

Chandler. 

... 1914. 


Westinghouse . 

69 

Buick. 

1914. 

B-24 and B-25. 

Delco. 

.... 35 

Chandler. 

... 1914-15.. 


Gray & Da\is.... 

. 70 

Buick. 

1914. 

B-36 and 37. 

Delco. 

.... 36 

Chandler. 

... 1916. 


Westinghouse.... 

. 71 


v 




































































































































































































































































































« 









































CIRCUIT DIAGRAMS OF CARS 


CAR 

YEAR 

MODEL 

SYSTEM 

PAGE 

CAR 

YEAR 

MODEL 

SYSTEM 

PAGE 

Abbott-Detroit. 

. 1916-17... 

6-44. 

Remy. 

. 1 

Buick. 

... 1916. 

. 54-55. 

Delco. 

. 37 

Allen. 

. 1914-15... 

33 and 34. 

Westinghouse. 

. 2 

Buick. 

... 1915. 

. C-24 and C-25. 

Delco. 

. 38 

Allen. 

. 1914-15... 

35. 

Autolite. 

. 3 

Buick. 

... 1915. 

. C-36, 37, 54, 55.... 

Delco. 

. 39 

Allen. 

. 1916. 

37 Dimmer Bulbs... 

Westinghouse. 

. 4 

Buick. 

... 1916. 

. D-44, 45, 54, 55.. 

Delco. 

. 40 

Allen. 

. 1916. 

37 Dimming Resist.. 

Westinghouse. 

. 5 

Buick. 

... 1917. 

. D-6, 44, 45, 46, 47 J 



Allen. 

. 1917. 

Classic Model. 

Westinghouse. 

. 6 

Buick. 

... 1917-18.. 

. D-34, 35, E-34, 35.. 

Delco. 

. 41 

Allen. 

. 1918. 

41. 

Autolite. 

. 7 

Buick. 

... 1918. 

. E-Six, 44, 45, 46, \ 

Delco. 

. 42 

Alter. 

. 1915. 


Remy. 

. 8 



47, 49, 50./ 



American. 

. 1914. 

Underslung. 

Disco. 

. 9 

Buick Truck. 

... 1915. 

. C-4. 

Delco. 

. 43 

American. 

. 1917-18... 

A. 

Westinghouse. 

. 10 

Buick Truck. 

... 1916. 

. D-4. 

Delco. 

. 44 

Anderson. 

. 1916. 

100-A-B . 

W estinghouse 

11 

Cadillac. 

... 1912. 


Delco. 

. 45 

Apperson. 

. 1913. 


Ward-Leonard. . 

12 

Cadillac. 

... 1913. 


Delco. 

46 

Apperson. 

. 1913. 

4-45 and 4-55. 

Esterline. 

. 13 

Cadillac. 

... 1914. 


Delco. 

47 

Apperson. 

. 1913. 

45 and 55. 

Gray & Davis. 

. 14 

Cadillac. 

... 1915. 

. “8” Type 51. 

Delco. 

. 48 

Apperson. 

. 1914. 

4-45, 6-45, 6-58. 

Bijur. 

. 15 

Cadillac. 

... 1916. 

. “8” Type 53. 

Delco. 

. 49 

Apperson. 

. 1915. 

4-40 and 6-45. 

Bijur. 

. 16 

Cadillac. 

... 1917-18.. 

. 55 and 57. 

Delco. 

. 50 

Apperson. 

. 1915. 


Westinghouse. 

. 17 

Cartercar. 

... 1914. 

. 7. 

Delco. 

. 51 

Apperson. 

. 1916. 

6-48 and 8-58. 

Westinghouse. 

. 18 

Cartercar. 

... 1915. 

. 9. 

Delco. 

. 52 

Apperson. 

. 1916-17... 

6-48, 8-58, 8-17, 6-17 

Bijur. 

. 19 

Case. 

... 1914-15.. 

O. 

Westinghouse.... 

. 53 

Apperson. 

. 1918. 

8-18-A . 

Bijur. 

. 20 

Case. 

... 1914-15.. 

R. 

Westinghouse. . . . 

. 54 

Auburn. 

1913-14-15 


Remy. 

. 21 

Case. 

... 1914-15.. 

S. 

Westinghouse.... 

. 55 

Auburn. 

1914. 

4-40, 4-41, 6-45, 6-46 

Remy. 

. 22 

Case. 

... 1915. 

. R. 

Westinghouse.... 

. 56 

Auburn. 

1915. 

6-40. 

Delco. 

. 23 

Case. 

... 1916. 

. T. 

Westinghouse.... 

. 57 

Auburn. 


4-38, 6-38, 6-40. 

Remy. 

. 24 

Case. 

... 1917. 

T. 

Autolite. 

. 58 

Auburn. 

1916. 

6-40-A. 

Delco. 

. 25 

Case. 

... 1918. 

U. 

Westinghouse.... 

. 59 

Auburn. 

1917-18.. . 

6-39. 

Remy. 

. 26 

Chalmers. 

... 1913-14.. 

17, 18, 19. 

Gray & Davis.... 

. 60 

Auburn. 

1918. 

6-44. 

Delco. 

. 27 

Chalmers. 

... 1914. 

24. 

Entz. 

. 61 

Austin. 

1917-18. . . 

Highway King “12” 

Delco. 

. 28 

Chalmers. 

... 1915. 

26. 

Entz. 

. 62 

Bell. 

1916. 

16. 

Ward-Leonard.... 

. 29 

Chalmers. 

... 1915. 

29. 

Entz. 

. 63 

Bethlehem Trucks.. 

1918. 

Dl, El, FI. 

Gray & Davis. 

.541 

Chalmers. 

... 1915-16.. 

32 and 6-40. 

Westinghouse.... 

. 64 

Briscoe. 

1915. 

B-15. 

Splitdorf-Apelco... 

. 30 

Chalmers. 

... 1916. 

35. 

Westinghouse.... 

. 65 

Briscoe. 

1916. 

4-38. 

Splitdorf-Apelco... 

.... 31 

Chalmers. 

... 1917-18.. 

Six-30, 35A, 35B. . . 

Westinghouse.... 

. 66 

Briscoe. 

1916. 

8-38. 

Splitdorf-Apelco... 

.... 32 

Chalmers. 

... 1918. 

35-C. 

Westinghouse.... 

. 67 

Briscoe. 

1917-18... 

4-24. 

Splitdorf-Apelco... 

.... 33 

Chandler. 

... 1913. 


Westinghouse.... 

. 68 

Rrown 

1916. 


Allis-Chalmers.... 

.... 34 

Chandler. 

... 1914. 


Westinghouse.. .. 

69 

Buick. 

1914. 

B-24 and B-25. 

Delco. 

.... 35 

Chandler. 

... 1914-15.. 


Gray & Davis.... 

. 70 

Buick. 

1914. 

B-36 and 37. 

Delco. 

.... 36 

Chandler. 

... 1916. 


Westinghouse.... 

. 71 


v 














































































































































































































































































CIRCUIT 


CAR 

YEAR 

MODEL 

SYSTEM 

PAGE 

Chandler. 

. 1916. 

17. 

Gray & Davis. 

. 72 

Chandler. 

. 1917-18... 

Light Weight Six... 

Gray & Davis. 

. 73 

Chevrolet. 

. 1915. 

H-2, H-3, H-4 (Early 





Models). 

Autolite.. 

. 74 

Chevrolet. 

. 1915. 

H-2, H-3, H-4 (Mid- 





Season). 

Autolite. 

. 75 

Chevrolet. 

. 1915. 

H-2, H-3, H-4 (Late 





Models). 

Autolite. 

. 76 

Chevrolet. 

. 1915-16. . . 

H-2K, H-3, H-4.... 

Autolite. 

. 77 

Chevrolet. 

. 1916-17... 

490 (One Cable).... 

Autolite. 

. 78 

Chevrolet. 

. 1916-17... 

490 (Two Cables)... 

Autolite. 

. 79 

Chevrolet. 

. 1917-18... 

F-2 and F-5. 

Autolite. 

. 80 

Chevrolet. 

. 1918. 

D-4 and D-5. 

Autolite. 

. 81 

Cole. 

. 1912. 

30 and 40. 

Ward-Leonard. .. 

. 82 

Cole. 

. 1913. 

4-40, 4-50, 6-60. 

Delco. 

. 83 

Cole. 

. 1914. 

4. 

Delco. 

. 84 

Cole. 

. 1914. 

6. 

Delco. 

. 85 

Cole. 

. 1915-16... 

4-40 and 6-66. 

Delco. 

. 86 

Cole. 

. 1915. 

6-50. 

Delco. 

. 87 

Cole. 

. 1916. 

8-50. 

Delco. 

. 88 

Cole. 

. 1917-18... 

8-60. 

Delco. 

. 89 

Commerce Truck... 


E. 

Remy. 

. 90 

Crawford. 

. 1915. 

6. 

Westinghouse.... 

. 91 

Crawford. 

. 1916. 


Westinghouse. ... 

. 92 

Crow-Elkhart. 

. 1916. 

25-30. 

Disco. 

. 93 

Crow-Elkhart. 

. 1916-17... 

CE-30-33. 

Dyneto. 

. 94 

Crow-Elkhart. 

. 1917-18. . . 

33-35 & K34-K36... 

Dvneto. 

. 95 

Cunningham. 

. 1913-14... 

M. 

North East. 

. 96 

Cunningham. 

. 1916. 

4. 

Westinghouse. .. . 

. 97 

Cunningham. 

. 1916-17... 

V. 

Westinghouse.... 

. 98 

Cunningham. 

. 1918. 

V-3. 

Westinghouse.... 

. 99 

Daniels. 

. 1916-17-18 

A-8. 

Westinghouse.... 

. 100 

Dart. 

. 1916. 

B and C. 

Westinghouse.... 

. 101 

Davis. 

. 1915. 

38-A-B-C. 

Westinghouse.... 

. 102 

Davis. 

. 1916. 

C-38, 6-E, 6-G. 

Delco. 

. 103 

Davis. 

. 1917-18. . . 

6-H, 6-1, 6-K. 

Delco. 

. 104 

Deering Magnetic. . 

. 1918. 


Owen. 

. 105 


OF CARS—Continued 


CAR 

YEAR 

MODEL 

SYSTEM 

PAGE 



62, 63, 64, 65, 66. . . 


. 106 

Detroiter. 

.. 1915. 

T>. ......... . 

Remy. 

. 107 

Detroiter. 

.. 1916. 

6-45. 

Autolite. 

. 108 

Detroiter. 

.. 1917. 

6-45. 

Autolite. 

. 109 

Dixie Flyer. 

.. 1916-17... 

L-3. 

Dynet o. 

. 110 

Dixie Flyer. 

.. 1918. 

L Series 35. 

Dyneto. 

. Ill 

Dodge. 


Single Wire Starter 





Mag. Ign. 

North East. 

. 112 

Dodge. 


Single Wire Starter 





Delco Ign. 

North East. 

. 113 

Dodge. 


Two Wire Starter 





Delco Ign. 

N orth East. 

. 114 

Dodge. 

.. 1915. 


North East. 

. 115 

Dodge 

.. 1916. 


North East. 

. 116 

Dodge. 

.. 1916. 

Internal Diagram... 

North East. 

. 117 

Dodge. 

.. 1917-18. . . 

30. 

North East. 

. 118 

Dorris. 

.. 1913. 

H. 

Westinghouse. 

. 119 

Dorris. 

.. 1913-14... 

H. 

Westinghouse. 

. 120 

Dorris. 

.. 1914. 

I. 

Westinghouse. 

. 121 

Dorris. 

.. 1915. 

I-A-4. 

Westinghouse. 

. 122 

Dorris. 

.. 1916. 

I-A-6. 

Westinghouse. 

. 123 

Dorris. 

.. 1917. 

I-B-6. 

Westinghouse. 

. 124 

Dorris. 

.. 1918. 

I-C-6. 

Westinghouse. 

. 125 

Dort. 

.. 1916. 

4 and 5. 

Splitdorf-Apelco... 

. 126 

Dort. 

.. 1916. 

5. 

Westinghouse. 

. 127 

Dort. 

.. 1916. 

With and Without 





Ammeter. 

Westinghouse. 

. 128 

Dort. 

.. 1917. 

9. 

Westinghouse. 

. 129 

Dort. 

.. 1918. 

11. 

Westinghouse. 

. 130 

Elcar. 

.. 1916. 


Splitdorf-Apelco... 

. 131 

Elcar. 

. . 1917-18. . . 

D, E, F, and G. 

Dyneto. 

. 132 

Elgin. 

. . 1917-18... 

6. 

Wagner. 

. 133 

Empire. 

.. 1915. 

31 and 40 (Sep. Lgt. 





and Ign.). 

Remy. 

. 134 

Empire. 

.. 1915-16... 

33. 

Remy. 

. 135 

Empire. 

.. 1916. 

40 and 45. 

Autolite. 

. 136 

Empire. 

. . 1916. 

60. 

Autolite. 

. 137 

Empire. 

.. 1916-17-18 

45 & 51. 

Autolite. 

. 138 


VI 






















































































































































































































































CIRCUIT 


CAR 

YEAR 

MODEL 

SYSTEM 

PAGE 

Empire. 

1917-18.. 

. 50, / 0, / 0-A. 

Autolite. 

. 139 

Enger. 

1914. 


North East. 

. 140 

Enger. 

1916-17.. 

. Twin Unit Twelve.. 

Westinghouse. 

. 141 

Excelsior Motorcycle. 


. c. 

Split dorf. 

. 142 

Fiat. 

1914. 


Westinghouse. 

. 143 

Fiat. 

1914. 


Gray & Davis. 

. 144 

Fiat. 

1914-15.. 


Westinghouse. 

. 145 

Fiat. 

1915. 

. Single Wire. 

Rushmore. 

. 146 

Fiat. 

1916-17. . 

. E-17 Chassis. 

Westinghouse. 

. 147 

Fiat . 

1917. 


Bosch-Rushmore... 

. 148 

Fiat. 

1917. 


Westinghouse. 

. 149 

Fiat. 

1917. 

. C-3 Chassis. 

Bosch.. 

. 150 

Firestone Columbus. 

1913. 


North East. 

. 151 

Fischer. 

1916. 


Remy. 

. 152 

Ford 



A. B. C. 

.248 

Ford. 


. Standard Wiring. . . 


. 153 

Ford 



Disco. 

. 154 

Ford 


Two Unit . 

Disco.. 

. 155 

Ford 


B Revised. 

Dyneto. 

. 156 

Ford 



Everready. 

_ 157 

Ford 



Fischer. 

.249 

Ford. 


. Tvpe GSL-101-103.. 

Genemotor. 

.599 

Ford. 


. Type GSL-102. 

Genemotor. 

_ 598 

Ford. 


. Single Unit. 

Gray & Davis. 

_ 158 



Two Unit. 

Gray & Davis. 

.... 159 



. 33. 

Heinze-Springfield.. 

. 160 

Ford. 


. 33 Internal Wiring.. 

Heinze-Springfield. . 

.... 161 




Leece-Neville. 

.... 162 


1913 .... 


North East. 

.... 163 

Ford. 


. D Type 1210. 

North East . . 

.... 164 

Ford. 


D Type 1252. 

North East. 

.... 165 




Simms-Huff. 

.... 166 




Westinghouse. 

.... 167 

Four-Wheel Drive 








North East. 

.... 168 

Franklin. 

1913-14.. 

. Series 2-D-H-M.... 

Entz. 

.... 169 

Franklin. 

1913-14. . 

. Series 3-M. 

Entz. 

.... 170 


OF CARS—-Continued 


CAR 

YEAR 

MODEL 

SYSTEM 

PAGE 

Franklin. 

1914-15-16 

Series 6-M Coupe & 





Berline. 

Entz. 

. 171 

Franklin. 

1914-15-16 

Series 6-M Runabout 





& Tour. 

Entz. 

. 172 

Franklin. 

1914-15-16 

Series 6-M Sedan... 

Entz. 

. 173 

Franklin. 

1915. 

Sedan Type. 

Dyneto. 

. 174 

Franklin. 

1916. 

Berliner Type. 

Dyneto. 

. 175 

Franklin. 

1916. 

8-M, Runabout, 





Touring, Sedan... 

Dyneto. 

. 176 

Franklin. 

1917-18. .. 

Series, 9, All Models 

Dyneto. 

. 177 

Crfllt 

1913 


North East. 

. 178 

S. G. Gay & Co. 

1915. 


Allis-Chalmers.... 

. 179 

G. M. C. Truck. 

1917. 

15, 25, 26, 30,31,40, 





41,70,71,100,101 

Delco. 

. 180 

Glide. 

1913-14. .. 

36-42. 

Westinghouse. 

. 181 

Glide. 

1914. 

30. 

Westinghouse. 

. 182 

Glide. 

1915. 

30. 

Westinghouse. 

. 183 

Glide. 

1916-17... 

Six-40. 

Westinghouse. 

. 184 

Glide. 

1918. 

Light Six-40. 

Westinghouse. 

. 185 

Grant. 

1915-16. .. 

4. 

Allis-Chalmers_ 

. 186 

Grant. 

1915-16.. . 

6. 

Allis-Chalmers_ 

. 187 


1916. 


Allis-Chalmers_ 

. 188 

Grant. 

1916-17-18 

K. 

Wagner. 

. 189 

Grant. 

1918. 

G. 

Wagner. 

. 190 

H. A. L...'.. 

1916-17-18 

12. 

Westinghouse. 

. 191 

Halladay. 

1913-14. .. 

G & 32. 

Electro. 

. 192 

Halladay. 

1915. 

6-40. 

Westinghouse. 

. 193 

Halladay. 

1916. 

R. 

Westinghouse. 

. 194 

Harley - Davidson 





Motorcycle. 

1915. 


Remv. 

. 195 

Harley - Davidson 





Motorcycle. 

1916-17.. . 


Remy. 

. 196 

Harroun. 

1917-18. . . 

AA1. 

Remy. 

. 197 


1914 


North East. 

. 198 

Haynes. 

1913. 

24. 

Leece-Neville. 

. 199 

Haynes. 

1914. 

26, 27, 28. 

Leece-Neville. 

. 200 

Haynes. 

1914. 

26, 27, 28 (Vulcan 





Elec. Gear Shift). 

Leece-Neville. 

. 201 

















































































































































































































































CIRCUIT 


CAR 

YEAR 

MODEL 

SYSTEM 

PAGE 

Haynes. 

1915. 

30. 

Leece-Neville. 

. 202 

Haynes. 

1916. 

34 & 35. 

Leece-Neville. 

. 203 

Haynes. 

1916-17. .. 

36, 36-R, 37. 

Leece-Neville. 

. 204 

Haynes. 

1917-18.. . 

40, 40-R, 41. 

Leece-Neville. 

.205 

Haynes. 

1918. 

38, 39, 39-S. 

Leece-Neville. 

. 206 

Henderson. 

1913-14. . . 


Ward-Leonard.... 

. 207 

Herff-Brooks. 

1915. 


Splitdorf-Apelco... 

. 208 

Herff-Brooks. 

1916. 


Splitdorf-Apelco... 

. 209 

Hollier. 

1916. 

8. 

Splitdorf-Apelco... 

. 210 

Hollier. 

1917. 

166. 

Allis-Chalmers. 

. 211 

Hollier. 

1918. 

188-206. 

Splitdorf. 

.212 

Holmes. 

1918. 

i.:. 

Dyneto. 

.213 

Howard.... 

1917. 


Delco. 

. 214 

Hudson. 

1913. 

37 & 54. 

Delco. 

.215 

Hudson. 

1914-15. . . 

6-40. 

Delco. 

.216 

Hudson. 

1914-15. . . 

6-54. 

Delco. 

. 217 

Hudson. 

1916. 

6-40. 

Delco. 

.218 

Hudson. 

1916-17-18 

Super-Six. 

Delco. 

.219 

Hupmobile. 

1914-15... 

HA. 

Westinghouse. 

.220 

Hupmobile. 

1915. 

K. 

Westinghouse. 

.221 

Hupmobile. 

1916. 

N. 

Bijur. 

.222 

Hupmobile. 

1916-17. .. 

N. 

Westinghouse. 

.223 

Hupmobile. 

1918. 

R. 

Bijur. 

.224 

Imperial. 

1913. 

34. 

North East. 

. 225 

Imperial. 

1914. 

32, 34, 44, 54, 56, 39 

North East. 

. 226 

Imperial. 

1914. 

34. 

North East. 

. 227 

Indian Motorcycle... 
International Harves- 



Splitdorf. 

. 228 








North East. 

. 229 

International Harves¬ 
ter Truck. 

International Harves- 

1916-17. .. 

F & H. 

Bosch. 

. 230 

ter Truck. 

International Harves- 

1918. 

F. G. H. K. 

N orth East. 

. 231 

ter Truck. 

1918. 

All Models. 

North East.'. 

.232 

Inter-State. 

1909-10-11 

25 to 34, incl. 

Ignition Only. 

. 233 

Inter-State. 

1912. 

40, 41, 42. 

Apelco. 

.234 

Inter-State. 

1912. 

50, 51, 52. 

Apelco. 

.235 


OF CARS—Continued 


CAR 

YEAR 

MODEL 

SYSTEM 

PAGE 

Inter-State. 

1913-14. . . 

45. 

Apelco. 

. 236 

Inter-State. 

1915-16-17-18 

TF. 

Remy. 

.237 

Inter-State. 

1915-16-17-18 

T & TR. 

Remy. 

. 238 

Jackson. 

1913. 

43. 

Autolite. 

.239 

Jackson. 

1914-15. . . 

46. 

North East. 

. 240 

Jackson. 

1915. 

46. 

Autolite. 

. 241 

Jackson. 

1915. 

48 & 6-40. 

Delco. 

. 242 

Jackson. 

1915-16.. . 

44. 

North East. 

. 243 

Jackson. 

1916. 

34. 

Autolite. 

. 244 

Jackson. 

1916. 

68. 

Autolite. 

. 245 

Jackson . 

1916. 

348. 

Autolite. 

. 246 

Jackson . 

1917. 

349. 

Autolite. 

. 247 

Jeffery. 

1915. 

Four. 

U. S. L. 

.250 

Jeffery. 

1915. 

Chesterfield 6. 

Bijur. 

. 251 

Jeffery. 

1916. 

462. 

Bijur. 

. 252 

Jeffery. 

1917. 

671. 

Bijur. 

. 253 

Jeffery Rapid Service 




Truck. 


1016. 

Bijur. 

.254 

Jordan. 

1916-17... 

60 & B. 

Bijur. 

. 255 

Jordan. 

1918. 

60. 

Bijur. 

. 256 

King. 

1915. 

C-4. 

Ward-Leonard_ 

. 257 

King. 

1915. 

8. 

Ward-Leonard_ 

. 258 

King. 

1916. 

E. 

Ward-Leonard_ 

. 259 

King. 

1917-18. . . 

EE. 

Ward-Leonard_ 

. 260 

Kissel Kar. 

1913-14. . . 

4-40, 6-48, 6-60. 

Esterline.. 

. 261 

Kissel Kar. 

1914. 

4-40. 

Esterline. 

. 262 

Kissel Kar. 

1915. 

4-36. 

Westinghouse. 

. 263 

Kissel Kar. 

1915-16-17 

6-42. 

Westinghouse. 

.:.... 264 

Kissel Kar. 

1916. 

4-32 & 4-36. 

Westinghouse. 

. 265 

Kissel Kar. 

1917-18. . . 

Double Six. 

Westinghouse. 

. 266 

Kissel Kar. 

1918. 

Hundred Point Six.. 

Remy.. 

. 267 

Kline Kar. 

1913-14... 

B4-40, 6-50, 6-60, 





C4-30. 

Rushmore. 

. 268 

Kline Kar. 

1916-17-18 

6-36. 

Westinghouse. 

. 269 

Knox Truck. 


35 & 36. 

Bijur. 

270 

Krit. 

1915. 


North East . 

271 

L. P. C. 

1915-16. . . 


Remy. 

. 272 


































































































































































































































































CIRCUIT DIAGRAMS OF CARS—Continued 


CAR 

YEAR 

MODEL 


SYSTEM 

PAGE 

CAR 

YEAR 

MODEL 

SYSTEM 

PAGE 

Lexington. 

1915. 

4-K & 6-L. . . . 


Westinghouse.... 

.273 

Mercer. 

1915. 

22-70. 

. U. S. L. 

.305 

Lexington. 

1916. 

6-N. 


Westinghouse.. . . 

. 274 

Mercer. 

1916. 

22-70. 

. U. S. L. 

.306 

Lexington. 

1916-17... 

0. 

...A 



Mercer. 

1917-18.. . 

22-73. 

. U. S. L. 

.307 

Lexington. 

1918. 

R. 

....) 

v\ estmghou.se.... 


Mercer. 

1918. 

22-74. 

. Westinghouse. 

. 308 

Liberty. 

1917-18. .. 

10-A-B. 


Delco. 

. 276 

Meteor. 

1917. 

75-SO. 

. Delco. 

. 309 

Lippard-Stewart 






Metz. 

1914. 

22. 

. North East. 

.310 

Truck. 

1916. 

M. 


Dyneto. 

. 277 

Metz. 

1915-16-17 

22-25. 

. Gray & Davis. 

. 311 

Lippard-Stewart 






Metz. 

1917-18. . . 

G. 

. Westinghouse. 

.312 

Truck. 

1917. 

M-2. 


Remy. 

. 278 

Miohignn 

1913 


North East. 

.313 

Locomobile. 

1911-12-13 

30. 

... .\ 



Michigan Hearse.... 

1917 


Delco 

. 314 





27Q 





Locomobile. 

1911-12. . . 

38, 48. 

..../ 



Mitchell 

1913. 


Esterline. 

.315 

Locomobile. 

1913. 



Adlake. 

. 280 


1916 

8 

West,in gh ousf* 

. 316 

Locomobile. 

1915-16. . . 



Westinghouse.... 

. 281 

Mitchell. 

1917-18. .. 

C-42. 

. Westinghouse. 

.317 

Locomobile. 

1915-16. . . 

38 & 48. 


Westinghouse.... 

.282 

Mitchell. 

1917-18. .. 

D-40. 

. Splitdorf. 

.318 

Locomobile. 

1917-18... 

38 & 48. 


Westinghouse.... 

. 283 

Mitchell-Lewis. 

1914. 


. Remy. 

.319 

Lozier. 

1913-14. . . 

77. 


Gray & Davis.... 

. 284 

Mitchell-Lewis. 

1914. 

A40-50-70. 

. Remy. 

.320 

Lozier. 

1915-16-17 

82 & 84. 


Gray & Davis.... 

. 285 

Mitchell-Lewis. 

1915. 

4. 

. Split dorf-Apelco... 

.321 

Lyons-Knight. 

1914. 



North East. 

. 286 


1916 


Split dorf-Apelro 

322 

McFarlan. 

1915. 



Westinghouse.... 

. 287 

Moline-Knight. 

1912-13-14 

MK-40. 

. Ward-Leonard. 

.323 

McFarlan. 

1916. 



Westinghouse.... 

.288 

Moline-Knight. 

1914-15. . . 

MK-50. 

Wagner. 

.324 

McFarlan. 

1917. 



Westinghouse.... 

. 289 

Moline-Knight. 

1916-17-18 

MK-40-50. 

Wagner. 

. 325 

Madison. 

1916-17-18 



Remy. 

. 290 

Moline-Knight. 

1917-18... 

C & G. 

. Wagner. 

.326 

Maibohm. 

1917. 

A. 


Disco. 

. 291 

Monroe. 

1915. 

M-2. 

Autolite. 

.327 

Maibohm. 

1918. 

B. 


Wagner. 

.292 

Monroe. 

1917. 

3. 

Autolite. 

.328 

M arion-Handlev. 

1916-17. . . 

K-A-B. 


Westinghouse.... 

. 293 

Monroe. 

1917-18. .. 

4-5 & 6. 

. Autolite. 

.329 

Marmon. 

1913. 

32-4. 


North East. 

.294 

Moon. 

1914. 

42, 6-50. 

Delco. 

.330 

Marmon. 

1913. 

48. 

,...\ 


9Qt 

Moon. 

1915. 

4-38, 6-40. 

. Delco. 

.331 

Marmon. 

1914. 

41 & 48. 

..../ 



Moon. 

1916. 

6-30, 6-40. 

. Delco. 

.332 

Marmon. 

1915. 

41. 


Bosch. 

. 296 

Moon. 

1917-18. . . 

6-43. 

. Delco. 

.333 

Marmon. 

1916-17. .. 

34. 


Bosch. 

. 297 

Moon. 

1917-18... 

6-66. 

. Delco. 

.334 

Marmon. 

1916-17-18 

34. 


Bijur. 

. 298 

Moore. 

1917-18. .. 

30. 

. Dyneto. 

.335 

Maxwell. 

1914-15... 



Simms-Huff. 

. 299 

Moreland Truck. 


214, 3-Ton. . 

. Westinghouse. 

.336 

Maxwell. 

1915. 



Gray & Davis.... 

. 300 

Moreland Truck. 


2X & 5X. 

Westinghouse. 

. 337 

Maxwell. 

1917. 

25. 


Simms-Huff. 

. 301 

Nash. 

1917. 

671. 

Bijur. 

.338 

Maxwell. 

1918. 

25. 


Simms-Huff. 

. 302 

Nash. 

1917-18. .. 

681-2-3-4. 

Delco. 

.339 

Maxwell 1-Ton Truck 




Autolite. 

. 303 

Nash Two-Ton Truck 



Bijur. 

. 542 

Mercer. 

1914. 

35. 


Rushmore. 

. 304 

Nash Two-Ton Truck 


4017-A. 

. Bijur Internal. 

.543 
































































































































































































































































CIRCUIT 


CAR 

YEAR 

MODEL 

SYSTEM 

PAGE 

Nash 4-C y 1 i n d e r 
Truck. 



Autolite. 

.544 

National. 

1914. 

Six. 

. Remy. 

. 340 

National. 

1915. 


Westinghouse. 

. 341 

National. 

1916. 

Highway Six 
(Series AC). 

| Westinghouse. 

. 342 

National. 

1916. 

Highway Twelve.. 
Highway Six. 

Westinghouse. 

. 343 

National. 

1917-18. . . 

. Westinghouse. 

. 344 

National. 

1917-18. . . 

Highway Twelve.. 

Bijur. 

. 345 

Nelson Le Moon Truck 



Westinghouse.... 

.346 

Np.w "Era. . 

1916. 


Allis-Chalmers. .. 

. 347 

Oakland. 

1913. 

35. 

. Deaco. 

.348 

Oakland. 

1913. 

35. 

. Westinghouse.... 

. 349 

Oakland. 

1913. 

35 Special. 

Deaco. 

. 350 

Oakland. 

1913. 

35 & 42. 

. Deaco. 

.351 

Oakland. 

1913. 

42. 

. Deaco. 

. 352 

Oakland. 

1913. 

42 & 60. 

. Delco. 

. 353 

Oakland. 

1914. 

36. 

. Delco. 

.354 

Oakland. 

1914. 

43. 

. Delco. 

.355 

Oakland. 

1914. 

48 & 62. 

. Delco. 

. 356 

Oakland. 

1915. 

37. 

. Delco. 

. 357 

Oakland. 

1915. 

49. 

Delco. 

. 358 

Oakland. 

1916. 

32-B. 

. Remy. 

. 359 

Oakland. 

1916. 

38. 

Delco. 

. 360 

Oakland. 

Oakland. 

1916 . 

1917 . 

32-B. 

34. 

1 Delco. 

. 361 

Oakland. 

1916-17. .. 

50. 

. Delco. 

.362 

Oakland. 

1917. 

34. 

. Delco. 

. 363 

Oakland. 

1918. 

34-B. 

. Delco. 

. 364 

Old Hickory Truck.. 

1916-17-18 


. Dvneto. 

. 365 

Oldsmobile. 

1914. 

54. 

. Delco. 

. 366 

Oldsmobile. 

1915. 

42. 

. Delco. 

.367 

Oldsmobile. 

1916. 

43. 

Delco.-..., 

. 368 

Oldsmobile. 

1916. 

44. 

Delco. 

. 369 

Oldsmobile. 

1916-17. . . 

45. 

Delco. 

. 370 

Oldsmobile. 

1917. 

37. 

Delco. 

. 371 

Oldsmobile.. 

1918. 

37. 

. Remy. 

. 372 


OF CARS—Continued 


CAR 

YEAR 

MODEL 

SYSTEM 

PAGE 

Oldsmobile. 

. 1918. 

. 45-A. 

Delco. 

. 373 

Olympian. 

. 1917. 

. 35. 

Autolite. 

. 374 

Overland. 

. 1913. 

. 69 & 71. 

Autolite. 

. 375 

Overland. 

. 1913. 

. 69 & 71. 

U. S. L. 

.376 

Overland. 

. 1914. 

. 79-B. 

Gray & Davis. 

. 377 

Overland. 

. 1915. 

. 80-C & 80-T & R 

Autolite. 

. 378 

Overland. 

. 1915. 

. 81-LD & T-R. 

Autolite. 

. 379 

Overland. 

Overland. 

. 1915. 

. 1916. 

. 82.\ 

. 86.i 

Autolite. 

. 380 

Overland. 

. 1916. 

. 75T&75LD. 

Autolite. 

. 381 

Overland. 

,. 1916. 

. 83-B-DE. 

Autolite. 

. 382 

Overland. 

. 1916. 

. 83-LD-EX-T-R.... 

Autolite. 

. 383 

Overland. 

.. 1916. 

. 83-T-EX-LD-B-D- 





E&R. 

Autolite. 

. 384 

Overland. 

,. 1916. 

. 86. 

Autolite. 

. 385 

Overland. 

.. 1917. 

. 85-4-T-R-C & SN... 

Autolite. 

. 386 

Overland. 

.. 1917. 

. 85-6-C-SN-T-R. 

Autolite. 

. 387 

Overland. 

,. 1917. 

. 86-B. 

Autolite. 

. 388 

Overland. 

. 1917. 

. 90-T & 90-CL-R. . . 

Autolite. 

. 389 

Overland. 

. 1918. 

. 90-SN-PLD-R-O-ex. 

Autolite. 

. 390 

Owen Magnetic . . . . 

. 1917. 

. 0-36. 

Owen. 

. 391 

Owen Magnetic. ... 

. 1018. 

. 42. 

Owen. 

. 392 

Packard. 

. 1913. 

. 48. 

Bijur. 

. 393 

Packard. 

. 1914. 

. 1-38 & 3-48. 

Delco. 

. 394 

Packard. 

,. 1914. 

. 2-38 & 4-48. 

Bijur. 

. 395 

Packard. 

. 1915. 

. 3-38 & 5-48. 

Bijur. 

. 396 

Packard. 

.. 1916. 

. 125 & 135. 

Bijur. 

. 397 

Packard. 

. 1917-18. . 

. 2-25 & 2-35. 

Bijur. 


Packard. 

.. 1918. 

. 3-25 & 3-35. 

Bijur. 


Packard Truck. 

.. 1918. 

. E. 

Bijur. 


Paige. 

. 1916. 

. G-6&H-6. 

Gray & Davis. 

. 401 

Paige. 

. 1916-17.. 

. 6-46, 6-38, 11-6. 

Gray & Davis. 

. 402 

Paige. 

. 1918. 

. 6-39 & 6-55. 

Gray & Davis. 

.403 

Pan-American. 

.. 1918. 

. G4 & G5. 

Gray & Davis. 

. 404 

Panhard Trucks... 

.. 1918. 

. A & B. 

Autolite. 

. 405 

Partin-Palmer. 

.. 1915. 

. 38. 

Allis-Chalmers. . .. 

. 406 











































































































































































































































































CIRCUIT 







CAR 

YEAR 

MODEL 

SYSTEM 

PAGE 

Partin-Palmer. 

1917. 

32.1 



Partin-Palmer. 

1918. 

Ultra 4-Forty./ 

Disco. 


Paterson. 

1914. 

32 & 33. 

Delco. 

... 408 

Paterson. 

1915. 

4-32 & 6-48.. 

Delco. 

... 409 

Paterson. 

1916. 

6-42. 

Delco. 

... 410 

Paterson. 

1917-18. . . 

6-45 & 6-45R. 

Delco. 

... 411 

Pathfinder. 

1915. 


Westinghouse. 

... 412 

Pathfinder. 

1916. 


W estinghouse. 

... 413 

Pathfinder. 

1916. 

One-B. 

Delco. 

. . . 414 

Pathfinder. 

1917. 

12. 

Delco. 

... 415 

Peerless. 

1915. 

55. 

Gray & Davis. 

... 416 

Peerless. 

1916. 

56-57FF. 

Gray & Davis. 

... 417 

Peerless. 

1917-18. . . 

56-2FF. 

Autolite. 

... 418 

Peerless. 

1918. 

56. 

Autolite. 

. . . 419 

Pierce-Arrow. 

1914. 

38-C-2. 

Westinghouse. 

... 420 

Pierce-Arrow. 

1914-15. . . 

4S-B. 

Westinghouse. 

... 421 

Pierce-Arrow. 

1915. 

38-C. 

Westinghouse. 

... 422 

Pierce-Arrow. 

1915. 

48-B-3. 

Westinghouse. 

... 423 

Pierce-Arrow. 

1916. 

Tour. & Enel. Cars. 

Westinghouse. 

... 424 

Pierce-Arrow. 

1917-18. . . 

38-48-66. 

Westinghouse. 

... 425 

Pierce-Arrow Two- 





Ton Trunk 



Westinghouse. 

... 545 

Pilot. 

1916-17-18 

6-45. 

Delco. 

... 426 

Premier. 

1914. 

M. 

Remy. 

... 427 

Premier. 

1915. 

M. 

Remy. 

... 428 

Premier. 

1915. 

MJ. 

Remy. 

... 429 

Premier. 

1917-18. . . 

6-B & 6-C. 

Delco. 

... 430 


1913. 


North East. 

... 431 

Pullman. 

1915. 


Splitdorf-Apelco. 

... 432 

Pullman. 

1916. 


Splitdorf-Apelco. 

... 433 

Pullman. 

1916. 


Splitdorf-Apelco. 

... 434 

Pullman. 

1917. 

434. 

Split dorf. 

... 435 

Regal. 

1913-14. .. 

N. 

Rushmore. 

... 436 


1914 . 

C. 

Rushmore. 

... 437 

Regal. 

1915-16. . . 

E. 

Dyneto. 

... 438 

Regal. 

1915-16-17 

4 & 8. 

Dyneto-Connecticut. 

... 439 

Regal. 

1917. 

J. 

Heinze. 

... 440 


OF CARS—Continued 


CAR 

YEAR 

MODEL 

SYSTEM 

PAGE 

Regal. 

1917-18. . . 

J. 

Autolite. 

.... 441 

Reo. 

1914. 

R. 

Remy. 

.... 442 

Reo. 

1915. 

R & M. 

Remy. 

.... 443 

Reo. 

1916. 

M & U. 

Remy. 

.... 444 

Reo. 

1916. 

R & S. 

Remy. 

.... 445 

Reo. 

1917. 

M-N-R& S. 

Remy. 

.... 446 

Reo. 

1917. 

R-4. 

Remy. 

.... 447 

Reo. 

1918. 

T & U. 

Remy. 

.... 448 

Reo Truck. 

1917. 


Remy. 

.... 449 

Republic Truck. 



Remy.:. 

.... 450 

Republic Truck. 



Westinghouse. 

.... 451 

Republic Truck. 


10-11. 

Westinghouse. 

.... 452 

Riker Truck. 

1918. 


Westinghouse. 

.... 453 

Riddle Coach and 





Hearse. 

1917. 


Delco. 

.... 454 

Roamer. 

1916. 


Bijur. 

.... 455 

Roamer. 

1917. 

R-A. 

Bijur. 

.... 456 

Roamer. 

1918. 

D-4-75 & C-6-54.... 

Bijur. 

.... 457 

Ross. 

1916-17. . . 

8. 

Robbins & Meyer. . 

.... 458 

Russell 


32 & 48. 

Bijur. 

.... 459 

Saxon. 

1915. 

Four. 

Ward-Leonard. 

.... 460 

Saxon. 

1915-16. . . 

Six. 

Gray & Davis. 

.... 461 

Saxon. 

1916. 

S-2. 

Ward-Leonard. 

.... 462 

Saxon. 

1917. 

B-5-R. 

Wagner. 

.... 463 

Saxon. 

1917. 

S-4.1 



Saxon. 

1918. 

Y-18.J 

W agner. 


Sayers & Scovill. 

1916. 

4. 

Delco. 

.... 465 

Sayers & Scovill. 

1916. 

6. 

Delco. 

.... 466 

Scripps-Booth. 

1916. 

Six-39 & 40. 

Remv. 

.... 467 

Scripps-Booth. 

1916-17-18 

C4, D8, FI. 

Wagner. 

.... 468 

Seagrave. 

1916. 

6. 

Westinghouse. 

.... 469 

Service Trucks. 


(W ith Generator450) 

Westinghouse. 

.... 470 

Service Trucks:. 


(WithGenerator760) 

Westinghouse. 

.... 471 

Simplex. 

1917. 

5. 

Bosch. 

.... 472 

Speedwell. 

1914-15. . . 


Westinghouse. 

.... 473 

Sphinx. 

1915-16. . . 


Splitdorf-Apelco.... 

.... 474 

Standard. 

1915. 

4. 

Westinghouse. 

.... 475 


XI 

















































































































































































































































































CIRCUIT DIAGRAMS OF CARS—Continued 


CAR 

YEAR 

MODEL 

SYSTEM 

PAGE 

Standard. 

1916. 

. 8. 


. 476 

Standard. 

1916-17. . 

. E. 


. 477 

Standard. 

1917. 

. F. 


. 478 

Standard. 

1918. 

. G. 

.... Westinghouse. ... 

. 479 


S tandardized M ilitary 

Truck. Class B. Delco.546 


Stearns. 1913. 4&6. Gray & Davis. 480 


Stearns-Knight. 

1914. 

4. 

Westinghouse. 

. 481 

Stearns-Knight. 

1915. 

Light Four. 

Gray & Davis. 

. 482 

Stearns-Knight. 

1915-16-17-18 

Series 32. 

Westinghouse. 

. 483 

Stearns-Knight. 

1916. 

8. 

Westinghouse. 

. 484 

Stearns-Knight. 

1916-17. .. 

SKL-4. 

Westinghouse. 

. 485 

Stearns-Knight. 

1916-17-18 

S-K-8. 

Westinghouse. 

. 486 

Stephens. 

1917. 

65. 

Autolite. 

. 487 

Stephens. 

Stephens. 

1917 . 

1918 . 

60-65.1 

70-74-75-78.J 

Delco. 

. 488 

Stevens-Duryea. 

1915. 

D-6. 

Delco. 

. 489 

Studebaker. 

1914. 

Four. 

W agner. 

. 490 

Studebaker. 

1915. 

EC-SD-5. 

Wagner. 

. 491 

Studebaker. 

1915. 

35-EG. 

Wagner. 

. 492 

Studebaker. 

1916-17.. . 

Series 17 & 18. 

Wagner. 

.... 493 

Studebaker. 

1918. 

SH, EG, EH. 

Wagner. 

.... 494 

Stutz. 

1914-15... 


Remy. 


Stutz. 

1916-17. .. 


Remy. 

.... 496 

Stutz. 

1918. 


Remy. 

.... 497 

Sun. 

1917. 

Light Six. 

Remy. 

.... 498 

Sweeny Tractor. 

1916-17. . . 


Remy. 

.... 499 

Templar. 

1918. 

445. 

Remy. 

.... 500 

Union Motor Truck.. 

1916-17. . . 


Autolite. 

.... 501 

Universal Tractor... . 

Governor Generator 

Remy. 

. 547 

Van Blerck Marine 




Engine. 



North East. 

.... 502 

Velie. 

1915-16. . . 

15. 

Gray & Davis. 

.... 503 

Velie. 

1916. 

22. 

Remy. 

.... 504 

Velie. 

1917. 

27. 

Remy. 

.... 505 

Velie. 

1917. 

28. 

Remy. 

.... 506 


CAR 

YEAR 

MODEL 

SYSTEM 

PAGE 

Velie. 

1918. 

. 38 & 39. 

Remy. 

. 507 

Warren 

1913-14 


North East. 

. 508 

Wayne. 

1915. 


Splitdorf-Apelco... 

. 509 

Westcott. 

1914. 

. 0-30. 

. Jesco. 

. 510 

West co tt. 

1915. 

. U-6&0-35. 

Delco. 

. 511 

Westcott. 

1916. 

. 41 & 51. 

Delco. 

. 512 

Westcott. 

1916. 

. U-50 & 0-35. 

Delco. 

. 513 

Westcott. 

1917-18. . 

. Series 17 & 18. 

Delco. 

. 514 

White. 

1913. 


Entz. 

. 515 

White. 

1914. 

. GAG. 

Wliite-Entz. 

. 516 

White. 

1914. 

. GAGR. 

White-Entz. 

. 517 

White. 

1916-17. . 


White. 

. 518 

White. 

1917-18. . 

. GM. 

Leece-Neville. 

. 519 

Willys-Knight. 

1916. 

. 84-C. 

Autolite. 

. 520 

Willys-Knight. 

1916. 

. 84-R. 

Autolite. 

. 521 

Willys-Knight. 

1916. 

. 84 & 84-T. 

Autolite. 

. 522 

Willys-Knight. 

1916. 

. 84T, 84BT, 83R..., 

Autolite. 

. 523 

Willys-Knight. 

1917-18. . , 

. 88-4-C. 

Autolite. 

. 524 

Willys-Knight. 

1917-18. . 

. 88-4-LIM. 

Autolite. 

. 525 

Willys-Knight. 

1917-18. . 

. 88-4-SN. 

Autolite. 

. 526 

Willys-Knight. 

1917-18. . 

. 88-4T, 88-4-LIM, 





88-4-SN. 

Autolite. 

. 527 

Willys-Knight. 

1917-18.. 

. SS-8-C & R. 

Autolite. 

. 528 

Willys-Knight. 

1917-18. . 

. 88-8-SN. 

Autolite. 

. 529 

Willys-Knight. 

1917-18. . 

. S8-8-T. 

Autolite. 

. 530 

Willys-Knight. 

1917-18. . 

. S8-8-TC. 

Autolite. 

. 531 

Willys-Knight. 

1918. 

. 89-CLR-SN & T.... 

Autolite. 

.532 

Winton. 

1915. 

. 21. 

Bijur. 

. 533 

Winton. 

1915. 

. 21. 

Gray & Davis. 

. 534 

Winton. 

1915. 

. 21-A. 

Bijur. 

. 535 

Winton. 

1916. 

. 22. 

Bijur. 

. 536 

Winton. 

1917-18.. 

. 22. 

Bijur.. 

. 537 

Woods Dual-Power.. 

1917. 

. 1600. 

Woods.i. 


Woods Dual-Power.. 

1918. 

. 1700. 

Woods. 

. 539 

Yale. 

1917. 

• K-8.. 

Disco. 

. 540 


























































































































































































































































STANDARD AND INTERNAL WIRING DIAGRAMS 


SYSTEM 

Adlake. 

Allis-Chalmers 

Allis-Chalmers 

Allis-Chalmers 

Atwater-Kent. 

Autolite. 

Autolite. 

Autolite. 

Autolite. 

Autolite. 

Autolite. 

Autolite. 

Autolite. 

Bijur. 

Bijur. 

Bijur. 

Bijur. 

Bijur. 

Bijur. 

Bosch. 


DIAGRAMS OF PAGE 


Standard wiring with Internal of Regulator. 548 

Standard wiring, Single Unit, with B. & S. Instr. Panel. 549 

Single Unit—Internal wiring. 550 

Motor-Generator with Regulator (Late Model). 551 

Ignition System. 552 

Internal Circuits. Mod. G. H. Genr.; Mod. M. Motor.553 

Standard wiring, Series Dimmer, Grounded System Connec¬ 
ticut Ignition, Type H & N-D Switch. 554 

G B Generator. Field Winding Internals. 555 

GC, GD Generators. Field Winding Internals. 556 

GG Generator. Internal Connections. 557 

MD, MC, MF Motors. Internal Circuits. 558 

G H Generator. Internal Connections Clockwise Rotation.. 559 
G H Generator. Internal Connections. Counter Clockwise 

Rotation. 560 

Internal Circuits. 561 

Generator with Regulator. Internal Circuits. Standard 

Connections. 562 

Two Terminal Type L 61 Generator. Internal Circuits. 563 

Single Terminal Type L 61 Generator. Internal Circuit. 

Grounded System. 564 

Front Head Type L 61 Generator. Internal Circuit. 

Grounded System. 565 

1918 Demountable Type Voltage Regulator. Internal 

Circuits. 566 

Starting and Lighting System. 567 

xiii 


SYSTEM 

Bosch-Rushmore 

Connecticut. 

Connecticut. 

Connecticut. 

Connecticut. 

Deaco. 

Delco. 

Delco. 

Delco. 

Delco. 

Detroit. 

Disco. 

Disco. 

Disco. 

Disco. 

Disco. 

Dyneto. 

Dyneto. 

Dyneto. 

Dyneto. 

Dyneto. 

Dyneto-Entz. 

Eisemann. 


DIAGRAMS OF PAGE 

Internal Circuits. 568 

Igniter System. 569 

Internal Circuits.570 

Automatic Ignition System. 571 

Ignition. Internal Circuit. Type 0 Switch, GA Coil and 

No. 16 Igniter. 572 

Voltage Regulator and Generator. 573 

Motor-Generators, All Models.574 to 579 

1912-13 6-24 Volt System. Internal Motor and Generator 

Control. 580 

Control Panel 6-24 Volt System. 581 

Voltage Regulator. Internal Circuit. 582 

R-S Motor-Generator. Installation for cars not originally 

equipped. 583 

Standard wiring, Generator Model 100, Motor Model 200.... 584 

Single Unit Standard Wiring.585 

Standard, Two Unit, Diagram Models 30 to 39. 586 

Standard, Two Unit, Diagram Models 40 to 49. 587 

12-Volt Motor-Generator with Regulator. 588 

Standard wiring, for Entz Starting and Lighting System.... 589 
Standard wiring, Single Unit, 4-Terminal Unit, Models A & B 590 

Standard wiring, Two Unit, DA Motor, GA Generator. 591 

Internal. 592 

Motor Generator. Internal Connections.593 

Chalmers and White Installation.594 

Internal G-4 Magneto. 595 























































































STANDARD AND INTERNAL WIRING DIAGRAMS—Continued 


SYSTEM 


DIAGRAMS OF 


PAGE 


SYSTEM 


DIAGRAMS OF 


PAGE 


Eisemann. 

Esterline. 

Fischer. 

Genemotor. 

Genemotor. 

Genemotor. 

Gray & Davis. 

Gray & Davis. 

Gray & Davis. 

Gray & Davis. 

Gray & Davis. 

Heinze-Springfield... 

Jesco. 

Leeee-Neville. 

National. 

North East. 

North East. 

Philbrin. 

Remy. 

Rushmore. 

Simms-Huff. 

Splitdorf-Apelco. 

U. S. L. 

Wagner. 

Wagner. 

Wagner. 


External E M Magneto. Dual Ignition. 595 

Generator with Automatic Cut-Out. 596 

Double Deck Model for Fords. 597 

Type G S L 102. Standard wiring and Internal Circuit. 598 

Type G S L 101. Standard wiring. 599 

Type G S L 103. Standard wiring. 599 

Standard Grounded System, 1913-14. 600 

Standard, Two-Wire System, 1913-14. 601 

Standard Grounded System, 1915. 602 

Standard Grounded System, 1915, Internal wiring.603 

Two Unit, Internal. 604 

Two Unit—Intenal Circuits.605 

Internal. 606 

Cut-Out and Generator. Motor and Generator. 607 

Standard wiring. 608 

Models A. & B. 609 

Models D & G. 610 

Duplex Ignition System. Internal and External wiring. 611 

For Internal Connections see Circuit Diagrams. 000 

Standard wiring. 612 

Internal Circuits. 613 

12-Volt Motor-Generator with Cut-Out. 588 

12-24-Volt External Regulator. 614 

Motor-Generator with Regulator. 551 

12-Volt Single Unit, Motor-Generator, Early Models. 615 

Motor 36-T, Generator 45-T. 616 


Wagner-Ward-Leonard Two Unit 6-12 Volt System. 617 

Ward-Leonard. Voltage Regulators. 618 

Ward-Leonard. Generator with Regulator Cut-Out. 619 

Westinghouse. Standard wiring, Separately Mounted Regulator. 620 

Westinghouse. Standard wiring, Single Reduction Motor, Vertical Ign. 621 

Westinghouse. Double Reduction Motors: Switch for Auto. Screw Pinion 


Westinghouse 

Westinghouse 

Westinghouse 

Westinghouse 

Westinghouse 


Westinghouse 


Shift. 622 

Horizontal and Vertical Ignition Systems. 623 

3rd Brush Generators. Separate and Self-Cont. Cut-Out 

and Starting Motor. 624 

Generator Frame 150-750. 625 

Motors, Generators, Switches, Relay Regulators, Cut-Outs, 

etc.626 to 631 

Round Generator with separate Regulator-Vertical Ignition 
(S.G.L. Reduction Motor) Ammeter, Fuse Block, Start¬ 
ing Switch, Rev. Lighting and Ignition Switch. 632 

Standard Motor, Lighting and Ignition Generator, 2-Gang 

Lighting and Ignition Switch, Ammeter and Fuse Block. 633 


Westinghouse 


Third Brush Generator, Separate Cut-out, Starting Motor, 

Starting Switch. 634 


Westinghouse. Third Brush Generator and Self-Contained Cut-out, Starting 

Motor, Starting Switch... 635 

Westinghouse. Lighting and Ignition Frame No. 760, Right Hand Rotation 636 

Westinghouse. Starting Motor Connections. 637 

Westinghouse. Separately Mounted Regulator. 638 


xiv 

























































































RE-WIRING DIAGRAMS 




2 Head Lights. 

1 Tail Light. 

6 Volt System.. 

Controlled on 2 gang switch 
Ground System. 


Page 639 


2 Head Lights with Aux. Bulbs.' 

1 Tail Light. 

1 Dome Light. 

1 Dash Light. 

Connections for Battery, Ammeter, Cut-Out 

and Generator. 

6 Volt System. 

Controlled on 4 gang switch.. 


Page 643 


2 Head Lights. 

2 Side Lights. 

1 Tail Light. 

Connections for Battery, Ammeter, Cut-Out f Page 646 

and Generator. 

6 Volt Ground System. 

Controlled on 3 gang switch.. 


2 Head Lights. 

1 Tail and Dash Light in Series. 

Connections for Battery, Generator and Cut- 

Out. 

6 Volt System. 

Controlled on 2 gang switch.. 


Page 640 


2 Head Lights. 

1 Tail Light. 

Connections for Battery, Ammeter, Cut-Out 

and Generator. 

6 Volt System... 

Controlled on 2 gang switch. 


Page 641 


2 Head Lights with Aux. Bulbs.’ 

1 Tail Light. 

1 Dome Light. 

Connections for Battery, Ammeter, Cut-Out 

and Generator.. 

6 Volt System. 

Controlled on 4 gang switch.. 


Page 644 


2 Head Lights. 

2 Side Lights.... 

1 Search Light with Switch. 

1 Tail Light with Switch. 

Connections for Battery, Ammeter, Cut-Out 

and Generator. 

6 Volt System. 

Controlled on 2 gang switch. 


Page 647 


2 Head Lights with Aux. Bulbs. 

1 Tail and Dash Light in Series. 

Connections for Battery, Ammeter, Cut-Out 

and Generator. 

6 Volt System.. 

Controlled on 3 gang switch. 


Page 642 


2 Head Lights. 

2 Side Lights.. 

1 Tail and Dash Light in Series. 

Connections for Battery, Cut-Out and 

Generator. 

6 Volt Ground System. 

Controlled on 3 gang switch. 


Page 645 


2 Head Lights. 

„ 2 Side Lights. 

1 Tail and Dash Light in Series. 

1 Dome Light. 

Connections for Battery, Ammeter, Cut-Out 

and Generator... 

6 Volt Grounded System. 

Controlled on 4 gang switch. 


Page 648 


xv 


















































































ELECTRICITY 


Electricity and magnetism are now used so extensively and 
vitally in connection with the ignition, starting and lighting of 
gas cars, trucks, motorcycles, etc., that an explanation of a few 
of the fundamentals may remove some of the fear that many 
mechanics have toward such electrical equipment. The oper¬ 
ation, care and repair of the electrical systems are identical 
from a basic idea on all makes of cars. This being the case, 
if one understands the why of any unit of any system, one 
can readily locate and correct faults or troubles, thus keep¬ 
ing the system in proper operation. 


Electricity as it is used in conjunction with the automo¬ 
bile, or motor truck, is called dynamic, or moving, to differ¬ 
entiate it from static electricity, which is generated by the 
rubbing together of two different materials. An example 
of static electricity is the crackling that is heard very often 
when rubbing a cat’s back or combing one’s hair with a 
rubber or vulcanite comb. In order to generate dynamic 
electricity or make use of it to do mechanical work, one must 
employ magnetism. 


Magnetism, in the permanent form, is most evident in 
steel or iron and may be defined as that property of a body 
which enables it to attract or repel iron or steel. This char¬ 
acteristic is due to an invisible force radiating from the mag¬ 
net in lines, called magnetic lines of force, coming out from 
one “pole” of the magnet and entering the other. The pole 
from which these lines leave the magnet is called the north 
pole, and if the magnet were free to move with no outside 
influence this pole would always point toward the north pole 
of the earth. 


ND MAGNETISM 


Since the lines of force always emanate from the north 
pole of a magnet and enter the south pole, it can readily be 
seen that like poles of two magnets repel one another and 
unlike poles attract. Similarly, if any magnet, free to move, 
be acted upon by the field of another magnet, it will take such 
position as will have all of the lines of force both flowing in 
the same direction. 


A magnet may be of two forms, one in which the magnet¬ 
ism remains as a permanent characteristic and the other in 
which the magnetic influence must be supplied from without. 
Inasmuch as any wire carrying an electrical current is sur¬ 
rounded by a magnetic field, and because this field is multi¬ 
plied over and over by winding the wire into the form of a 
coil, all turns being in the same direction, the method of util¬ 
izing this magnetic influence is by winding the coil around 
an iron core. Examples of the two forms of magnets are, 
first, the large permanent horse shoe magnets of the magneto, 
and second, the field coils and field pole pieces of the electric 
starting motor or generator. 


Electricity is the name given to a conveyor of energy, but 
an accepted definition has never been formulated. A great 
many of its uses are known and its action is well understood, 
together with its limitations, but what it really is still remains 
to be discovered. 


To begin with, there must be a difference of pressure (volt¬ 
age) between the two sides or lines of an electric circuit in 
order that a current will flow. This condition is analogous to 


that of water flowing in a pipe in that there must be a differ¬ 
ence in pressure between any two points before any water can 
flow. Also, any conductor of electricity opposes the flow of 
current thru it; this characteristic is called resistance. From 
experiments it has been determined that the resistance of any 
conductor varies inversely with the area and directly with 
the length of the conductor. An equation has been constructed 
which will give either the voltage, current, or resistance of 
the whole, or any part of a circuit when the other two are 
known, that is, the current flowing thru any circuit is equal 
to the voltage impressed upon the circuit divided by its resist¬ 
ance. 

The distributing system for electrical equipment on motor 
cars is designed with the same care as any other important 
element thereof. In the design, the engineer takes into account 
the current to be carried, as well as the permissible voltage 
drop thru the conductors and connections. This voltage drop 
thru any part or the whole of an electrical circuit can be 
measured with a voltmeter of suitable calibration. For 
example: take a three-foot length of wire and send a current 
thru it, having one terminal of a voltmeter connected to one 
end of the wire and the other terminal of the meter to the 
other end of the wire; a voltage will be registered which is 
proportional to the size of the wire and to the amount of 
current flowing. If the size of the wire is increased, or the 
current is reduced, a smaller voltage drop will be recorded 
and vice versa. From this it will be seen that the wires of 
any circuit must be of sufficient size to carry the current for 
that circuit without a prohibitive voltage drop, which means 
a loss of power thru the conductor. This loss of power makes 
itself evident in the form of heat, for the conductor becomes 
hot if too much current is forced thru it. 


The same explanation holds for the condition of poor or 
good contact at the various connections in the circuit. The 
poor contact would correspond to the small wire with heavy 
current in that there would be an excessive loss of voltage 
at that point. A terminal may be tight mechanically to the 
binding post, but rust or corrosion will cause it to make a very 
poor contact. In case the lamps bum dim or the starter fails 
to operate with everything else in apparent good order, try 
all contacts with the voltmeter, measuring the drop in the 
same way as in measuring that thru a wire. The test points 
explained below may show a continuous circuit, but a poor 
connection could introduce a high resistance that would vir¬ 
tually open the circuit when its normal current tends to flow. 


STARTING MOTORS 

The starting motor, as used in connection with motor 
vehicles, is a device for converting electrical energy into 
mechanical work. "When the starting switch is closed, allow¬ 
ing the current to flow from the battery thru the starter, two 
electro magnets are brought into play, one being that of the 
field coils or stationaiy part of the machine, and the other 
the armature, both being coils of wire conveying an electric 
current. As the armature is free to move within certain lim¬ 
its, and is a magnet operated upon by an external magnetic 
influence, it will turn to allow its own lines of force to run 
coincident with those of the field coils. Due to the construc¬ 
tion of the armature having coils over its entire circumfer¬ 
ence, new coils are being magnetized continuously, thus keep¬ 
ing the armature in rotation. The available power from any 
electric motor depends, as seen from the above, upon the rela¬ 
tive magnetic strength of the two magnetic fields. Therefore, 



if either or both are effected by short circuit, open circuit, 
poor contact, or ground, the strength of the machine will be 
reduced proportionately. 


GENERATORS AND IGNITION COILS 

One of the fundamental principles of electricity is that if 
the number of magnetic lines of force passing thru any closed 
coil or closed electrical circuit be changed, a voltage will be 
induced in this coil which will cause a current to flow, the 
magnetic effect of which is to oppose the change in the orig¬ 
inal number of lines of force. The voltage, as induced, depends 
upon the length of time required to change the magnetic influ¬ 
ence,—the more rapid the change, the higher the voltage. The 
operation of all direct current generators, as well as gasoline 
motor ignition systems, depends upon this principle. 

In the case of the generator, the number of magnetic lines 
of force threading any coil of the armature is a maximum 
when the plane of the coil is at right angles to the path of the 
field force from the field coils. This can be readily seen if we 
take, as an example, a two-pole generator with a single coil 
on the armature. If we imagine the poles to be in the hori¬ 
zontal position and the plane of the coil in the vertical position 
we have a condition of maximum number of lines of force 
threading the coil. Now, if we turn the coil thru any appreci¬ 
able angle, the field coils and pole pieces remaining stationary, 
the number of lines of force is decreased and a voltage is gener¬ 
ated (the amount depends upon the speed of rotation) in the 
coils of the armature. Bv increasing the number of coils in 
the armature the voltage is increased and kept more nearly 
constant. 


XV111 


The commutator on the end of the armature shaft is for 
reversing the current as it leaves the armature, since it is a 
fluctuating or alternating current that is generated in the 
coils. This can be readily seen because the number of lines of 
force is increased during one-half of the revolution and de¬ 
creased during the other half. 


In the case of ignition systems, we have a similar con¬ 
dition, namely, the change in the number of lines of force 
threading the coil. Ignition coils, primary and secondary, 
are wound about the same iron core so that any change in 
magnetic influence of one is transmitted directly to the other 
with a minimum of loss. When current is flowing thru the 
primary or low voltage coil of the system, from a battery, in 
the case of battery ignition, and self-generated by the mag¬ 
nets, in magneto ignition, it builds up a heavy magnetic field, 
the lines of force of which thread the secondary. When this 
current is cut off by the opening of the breaker points, this 
magnetic influence ceases. The change in the number of lines 
of force thru the primary causes a countervoltage to be 
induced in the primary, the current from which must be 
absorbed or a bad arc develops at the breaker points. The 
condenser, a vital part of all ignition systems, is employed for 
this work, as further described herein. 


Inasmuch as both the primary and secondary coils are 
wound on the same core, the effect of the change in the magnet¬ 
ism of the primary has the same result in the secondary in 
that a voltage is induced. The coil relationship is such that 
this secondary voltage is very high and forces itself across 
the gap of the spark plug, causing the ignition spark. 


IGNITION 

The internal combustion motor derives its power from 
the expansive force developed by the charge of gas which is 
compressed in the explosion chamber being suddenly raised 
from a low to a high temperature. To raise the temperature 
of this gas one must supply heat. This heat is generated by 
the burning of a part of the gas (gasoline) which is com¬ 
pressed. As in the case of any burning material, a definite 
length of time is required, depending upon the quantity, 
before the material is entirely consumed. This last statement 
must be borne in mind at all times when considering ignition 
problems. 


To start the burning of any combustible substance an ignit¬ 
ing flame or its equivalent, the heat value of which is measured 
by the inflammability of the substance, must first be applied. 
This igniting flame, in the case of the gas in an automobile 
engine, is supplied by the spark which occurs between the elec¬ 
trodes of the spark plug. It is very essential that this spark 
occur at the proper time relative to the position of the piston 
in the cylinder as well as that the valves be in the proper 
position. The gas must be compressed to its highest point 
when the combustion is completed. Were there no time ele¬ 
ment to be considered in the burning of the gas, ignition could 
take place when the piston is at its highest point. However, in 
order to have the motor operate at its proper efficiency, the 
spark is so set that the charge is ignited before the piston 
reaches the top dead center. Since the amount of this advance 
of the spark before center depends on the speed of the motor 
as well as its load, considering all forms of ignition the same, 
provision both manual and automatic is made for varying the 


sparking position. If the ignition takes place too early, the 
motor will have a knock that is very characteristic, whereas 
if it be too late, loss of power and excessive heating will be 
noted. 


In the majority of battery ignition systems the breaker 
cam is held to the drive shaft with some form of friction 
device. This cam can be easily moved and thus change the 
sparking position beyond the limits of the control lever. In 
the high tension magneto the breaker mechanism is perma¬ 
nently located on the armature shaft, usually with some form 
of key. For this reason the only method of altering the spark¬ 
ing position beyond the range of the control lever is thru the 
driving yoke or timing gears of the motor. Alteration of the 
relationship between the distributor gear and armature gear 
does not affect the sparking position of the magneto, but does 
move the high tension conductor relative to the segments in 
the distributor when the magneto spark occurs. 


There are at present two distinctive types of ignition in 
use on automobile engines, namely, battery ignition and mag¬ 
neto. The principle of operation of each is the same and it is 
identical with that of the generators, i. e., the inducing of a 
voltage in a coil of wire by changing the number of magnetic 
lines of force threading the coil. The ignition system is made 
up of a primary and a secondary coil, a primary circuit 
breaker, a condenser and a distributing system for "both the 
primary and secondary current. The primary coil is one of 
a comparative few number of turns of rather heavy wire 
wrapped around a core of soft iron. This coil, as its name 
implies, is the first one to function in the operation of the 


ignition system. The secondary coil is composed of a greater 
number of turns of very small wire. Since the secondary 
coil depends upon the changes in the magnetic influence of the 
primary coil, and in order to eliminate as much as possible 
the loss of this magnetic influence thru leakage, both the pri¬ 
mary and secondary coils are wound upon the same core. 
The primary circuit breaker is a mechanism used for opening 
the primary circuit at regular predetermined intervals. The 
condenser functions in the ignition system in the same way as 
an air chamber on a water pump, that is, it absorbs the surge 
in the pressure at one interval and discharges the accumulated 
pressure at another interval. An electrical condenser is made 
up of a number of sheets of electrical conducting material, 
usually tin or aluminum foil, separated by sheets of insulating 
material, such as paper or mica. Its complete operation is 
outlined below. The primary distribution system, in the case 
of battery ignition, is that set of wires which feed the primary 
current from the battery to the coil and breaker points, and in 
the magneto that wire or system of wires which are used to 
short circuit the magneto primary circuit breaker and thus 
make it inoperative. The secondary distribution system is 
that which distributes the secondary or high voltage current 
from the secondary coil to the spark plugs. In the case of 
multi-cylinder motors this secondary distribution system usu¬ 
ally takes the form of a distributor head moulded from a high 
tension insulation with inserts moulded in place. The high 
tension current is fed to the center of the distributor head 
and thru some form of rotor distributed to these inserts and 
from them thru the spark plug wires to the plugs. 

In both the single spark battery ignition and high tension 
magneto ignition the primary coil is first energized, its mag¬ 
netic field encircling and threading the secondary coil. Upon 


opening the circuit of the primary coil this magnetic influence 
ceases, which induces a high voltage in the secondary coil. 
In the design of the ignition unit the relationship between 
the primary and secondary coils is such that this induced 
voltage is sufficient to jump the gap at the plug. At the time 
of opening the primary circuit there is a considerable voltage 
induced in the primary coil itself and this voltage tends to 
force current thru the gap at the breaker points even after 
they have been slightly opened. Were this condition allowed 
to exist the breaker points would very soon burn away. It 
is at this point that the condenser functions. Instead of the 
arc forming at the breaker points the condenser, thru what 
we may term its elastic characteristic, absorbs the current 
from this self-induced voltage and almost immediately dis¬ 
charges it back thru the primary coil. Since a reversal of 
the direction of flow of the current reverses the direction of 
flow of the magnetic lines of force, the discharge of the con¬ 
denser reduces the length of time required for the number of 
lines of force threading the secondary coil to change from 
maximum to zero. This reduction of the time element for 
the change increases the secondary voltage because the induced 
voltage in any coil depends upon the time rate of change of 
the magnetic influence threading the coil. 

The action of the high tension magneto is identical with 
that of the battery ignition, altho the resultant operating 
characteristics differ. The high tension magneto, being a 
self-contained unit, develops its own primary energy thru the 
rotation of the armature between the poles of the strong 
horse shoe magnets. The generation of this primary current 
is explained by again referring to the topic of generators in 
that the number of magnetic lines of force is changed by the 
rotation of the armature in the magnetic field. The primary 


circuit breaker of the high tension magneto is so located that 
the contact points open when the primary current is at its 
greatest value. The magneto armature, under this condition, 
is usually from one-eightli to five-thirtyseconds of an inch of 
leaving the pole shoe, when the spark control lever is in the 
fully retarded position. Since the primary voltage, together 
with the primary current, increases with an increased speed 
of rotation of the armature, it is possible to break the primary 
circuit earlier in the relative j^osition of armature and pole 
pieces. 

There is one characteristic in high tension magneto ignition 
that is not found in battery ignition, due to the rotation of 
the secondary coil in the magnetic field. This causes what is 
called the “after burning” of the spark. Also, since the cur¬ 
rent as generated in the primary coil of the magneto is alter¬ 
nating, the direction of flow thru the breaker points is reversed 
every time that they separate. This fact reduces the tendency 
of burning of the points and eliminates the formation of a 
cone and crater condition which is so often found on battery 
ignition systems which have no current reversing feature 
incorporated in the ignition switch. 


CUTOUTS OR REVERSE CURRENT RELAYS 

The cutout or reverse current relay automatically connects 
and disconnects the generator to the battery. When the gen¬ 
erator is at rest, the contacts are held open by a tension spring 
on one of the cutout contacts. When the generator attains 
a speed sufficient to develop a voltage of 6.5 volts, in the case 
of 6-volt systems, the cutout is automatically closed and the 
generator is connected to the battery. 


A cutout consists of an iron core having two windings 
thereon, namely, a shunt and a series winding. The shunt 
winding is connected across the generator so as to receive the 
full voltage of the generator across the terminals, and when 
the machine attains a speed at which it develops a voltage over 
that of the battery, the shunt winding is sufficiently energized 
to close the cutout. When the cutout is closed a small current 
is caused to flow in the series winding connected in the main 
circuit from the generator to the battery, and this coil is ener¬ 
gized. The pull due to the series winding, which is much 
greater than that of the shunt, reinforces the pull due to the 
shunt winding and firmly holds the contacts of the cutout in 
their closed position. 


When the speed of the generator is decreased to a value at 
which its voltage is lower than that of the battery, or when 
the generator is at rest, a momentary discharge of the battery 
thru the series winding takes place and demagnetizes the coil. 
The instant the coil is demagnetized, the tension spring 
attached to the cutout pulls its contact arm away from the 
core and opens the circuit. 


VOLTAGE REGULATORS 

Most voltage regulating units consist of a core having a 
single winding, this winding being connected across the gener¬ 
ator. The current in the winding and the resulting magnetic 
pull of the core will depend upon the pressure developed by 
the generator. Opposite one end of the core is a vibrating 
reed or contact arm, which is spring retracted away from the 


core. "When this reed is spring retracted away from the 
core it makes contact so that there is a by-pass around a 
resistance coil, which is in series with the field winding of the 
generator. With the vibrating reed in this position, the shunt 
field winding receives the full pressure developed by the gen¬ 
erator. With increasing generator speed the voltage increases 
until the armature develops 7.75 volts, in case of a 6-volt 
system, and at this electrical pressure the regulator begins to 
function and will maintain 7.75 volts across, the generator 
brushes at all higher speeds. 

With increasing generator speed the voltage will tend to 
rise above 7.75. If, however, this value is exceeded by a very 
small amount, the increased pull on the vibrating reed of the 
regulating unit will overcome the spring pull and it will be 
drawn towards the core, thus opening the contacts and insert¬ 
ing the resistance in the generator field circuit. The added 
resistance in the field circuit decreases the exciting current 
in the field winding and the voltage developed by the armature 
tends to drop below the normal value of the 7.75 volts. If 
the voltage drops slightly below the normal, the pull of the 
spring on the regulator reed predominates and it again moves 
away from the core and closes the contacts which short cir¬ 
cuits the resistance and permits the exciting field current to 
increase. This cycle of operations is repeated at rapid inter¬ 
vals and maintains the generator voltage constant at all speeds 
above the critical value at which it develops 7.75 volts with 
the resistance cut out of the field circuit. 

The rapidity of vibration depends, to a large extent, upon 
speed, the regulator reed vibrating one hundred to one hun¬ 
dred and fifty times per second. The actual voltage developed 
by the generator is made up of a series of very fine ripples 


above and below a straight line, the mean value of these rip¬ 
ples being 7.75 volts, the constant value for which the regulator 
is adjusted. 

CONSTANT CURRENT GENERATORS. (Third brush 
regulation) 

The voltage regulation of all third brush generators is 
effected by means of the reactive magnetic flux set up by the 
current flowing thru the armature. 

The amount of current generated depends primarily upon 
the speed at which machine is driven and the position of the 
regulating brush with respect to the two main brushes. 

Beginning at zero speed, the voltage is, of course, zero, and 
with increasing speed the voltage increases until the armature 
develops 6.5 volts, at which value the shunt coil of the cutout 
is sufficiently energized to cause the cutout switch to close. 

After the cutout is closed, the generator begins to deliver 
current to the battery. 

The constant current generator has a single shunt winding 
distributed over its poles and the regulation is effected by 
having this winding connected between one of the main gener¬ 
ator brushes and an auxiliary or regulating brush. The 
maximum current generated depends upon the location of 
the third brush with respect to the main brush to which one 
side of the shunt field is connected. Moving the third, or 
regulating brush, in the direction of rotation of the armature, 
increases the generator output, and in direction opposite to 
the rotation of armature decreases the output. 


XXII 


LOCATION AND CORRECTION OF FAULTS 


With the foregoing information and the following blue¬ 
prints one can readily repair or adjust any part of the elec¬ 
trical equipment of any car. However, just as the repair and 
adjustment of the mechanical elements of the car require 
special tools and gauges, satisfactory work on the electrical 
equipment necessitates the use of electrical tools and measur¬ 
ing instruments. 

Probably the most universal and convenient tool for check¬ 
ing various points about the electrical equipment, both 
assembled or removed from the car, is a pair of test points. 
A very satisfactory set of test points can be made from an 
electric light extension cord by cutting one of the conductors 
and soldering a brass point made from one-quarter inch brass 
rod six inches long, to each end, or extension of the cut wire. 
With the plug in the light socket and the current turned on, 
the lamp will light if the points are in contact, either directly 
or thru some electrical conductor, and will not light if the 
points are not in contact. With these test points it is pos¬ 
sible to determine the presence as well as the location of open 
or short circuit, cross connections and grounds. As an illus¬ 
tration of the use of the test points: it is desired to locate 
trouble in a two-unit starting and lighting system of which 
one pole of both the motor and generator is normally 
grounded. The difficulty is that the battery does not stay 
charged. The generator is found to be of the third brush 
controlled type and mechanical corrections, such as cleaning 
the commutator, sanding in the brushes and tightening all 
of the connections does not correct the fault. First remove 
the inherent ground connection and insulate all of the brushes 
from the commutator. This can be done very easily by placing 
a piece of paper between each brush and the commutator. 
Also remove the connection to the battery or cutout relay. 
The generator circuits are now isolated, and by referring to 


the blueprint showing the internal connections of the unit 
one can determine the correct connections and circuits. For 
instance, the shunt field is connected across the third brush 
and the positive post of the machine. If we place one of the 
test points on the third brush and the other on the positive 
post of the generator, the lamp will light if the circuit be con¬ 
tinuous, but not if the circuit be open. If this shunt field be 
open there is no magnetic field thru which the armature must 
rotate to generate any current. One usually finds an open 
circuit of this nature in the leads connecting the different 
coils of the field or that leading to the brush or brush pigtail. 
Correction can be made by soldering intact and winding tape 
over the connection. Supposing that the circuits are all com¬ 
plete, then test for short circuit or grounds. The blueprints 
show what these circuits should be and one can very readily, 
with the test points, determine whether or not they be properly 
connected to or insulated from each other. 

One of the more common troubles encountered is that of 
grounds or failure of the insulation between the conductors 
of the machine and the machine frame. This condition, if 
present, can be determined by testing for circuit between the 
conductors of the various circuits and the machine frame. 
For instance, as in the case just cited, of the generator with 
brushes insulated from the commutator, place one of the test 
points on one of the brushes and the other point on any part 
of the machine frame. In case of ground, the lamp will light. 
The armature can be tested for ground by placing one of 
the test points on the commutator and the other on the arma¬ 
ture shaft. If ground is found in the armature coils, as well 
as short or open circuit, it is advisable to return the complete 
armature to the factory for repair since very extensive equip¬ 
ment is necessary to properly dip in insulating varnish and 
bake after the coils have once been disturbed. This same 

xxiii 


practice should prevail when one encounters difficulty within 
any coil of wire used in connection with electrical work when 
the coil has been treated with varnish. Supposing a ground 
were found between a field coil and the pole piece; correction 
can be made by inserting suitable insulation between the coil 
and pole* piece at that point where the insulation is broken. 

Failure of the insulating bushings or washers that are used 
with the binding post studs which act as the conductors 
through the machine frame or housings can be corrected only 
by replacement of the bushings or washers. 

The wear of the brushes leaves a carbon dust deposit on 
all of the parts in the commutator end of the machine, and 
if this accumulation becomes sufficient, short circuit or ground 
will ensue which makes the machine inoperative. It is very 
essential that the commutator end of the machine be kept 
clean and free from this dust at all times as it tends to work 
into the bearing points of the brush holder, causing the latter 
to become so sluggish in its action that the brush cannot follow 
the variations of the commutator. With this condition pres¬ 
ent excessive arcing at the brushes results, and the brushes 
and commutator will both burn away in a very short time, ne¬ 
cessitating new brushes, turning off the commutator and pos¬ 
sibly new brush springs. Another condition that will cause 
excessive arcing at the brushes is that of high mica in the com¬ 
mutator. The copper may wear away faster than the insula¬ 
tion, the latter projecting above the surface somewhat. In 
all generator commutators the mica should be undercut about 
1-32 inch with a hack saw blade, which will eliminate this 
difficulty. 

No garage can be considered complete unless an ammeter 
and a voltmeter of suitable calibration be listed in their 
equipment. The electrical equipment of an automobile may 


XXIV 


be satisfactory in every way, apparently, and still give the 
owner of the car a great deal of trouble. For example, the 
generator may be charging the storage battery when the 
motor is running but still the battery does not hold its charge. 
One may suppose that the charging rate of the generator is 
not sufficient to keep the system in condition but without some 
means of measuring the actual current flowing he remains 
in the dark. Further it is very inconvenient, at times, to test 
for short or open circuit or ground with the test points. For 
example, it is desirable to determine whether an open circuit 
exists on a lighting circuit on a car. By placing the ammeter 
in that particular circuit with the switch in the “on” posi¬ 
tion one can determine whether current be flowing or not. 
If there is current flowing, which is in excess of that drawn 
by the lamp, a short circuit exists which permits the current 
to flow thru the circuit, but not thru the lamp which is of 
rather high resistance. 

Again, the test points may show continuity of circuit but 
still no current will flow when in its normal operation. This 
condition would be caused by a loose or dirty connection in 
the circuit which introduces a high resistance and causes an 
excessive voltage drop at that point which, tho allowing cur¬ 
rent to flow when the higher voltage of the test lamp circuit 
is employed, virtually opens the circuit on the lower voltage. 
This condition is usually found more in the starting system 
than the lighting or generating, and its location can some¬ 
times be determined by the heating of the connection. How¬ 
ever, the more satisfactory method is to measure the voltage 
drop, with the current turned on, across all of the connections 
in the circuit, with a voltmeter of suitable scale and calibra¬ 
tion. That which shows the greatest drop is, of course, the 
one that is giving the trouble. For example, a starting system 
fails to operate even tho the battery be fully charged and all 


connections tight. The commutator of the starting motor is 
inspected, sanded smooth if necessary and still the starter will 
not crank the motor. By measuring with a voltmeter the drop 
across the various connections, we find that the voltage thru 
the starting switch is very much lower than that of the bat¬ 
tery. This condition would absolutely prohibit sufficient cur¬ 
rent reaching the starter to develop any appreciable power. 
Upon dissembling the switch a very unsatisfactory contact 
surface would be found, either burned or dirty or, due to loss 
of tension of the springs, the contact surfaces are not held 
together tight enough. 

A further use of the ammeter and voltmeter together is 
to test for open or short circuits in armature coils. To test 
for an open circuited coil, disconnect the field coils from the 
machine, but leave the brushes in contact. Xow connect a 
dry cell in the circuit so that about eight amperes will flow 
thru the armature. With a pair of soft points as leads from 
the voltmeter, measure the voltage drop between adjacent 
bars of the commutator. A sudden increase in this voltage 
drop indicates an open circuited coil, whereas a drop indi¬ 
cates a short circuited coil. 

The same instruments may be used to determine the pres¬ 
ence of a short or open circuit in the field coils of a machine. 
If one wishes to test the series field of a motor or generator 
it is advisable to use either a dry cell or place a resistance 
in the circuit so that the flow of current will not be excessive, 
but the shunt field may be connected directly across the stor¬ 
age battery which is used on the car. With this current flow¬ 
ing the voltage drop across each coil of the field winding 
should be the same. If the current does not flow there is an 
open circuit present, but if the circuit is continuous and there 
is a material decrease in the voltage drop across one coil of 
the field, this particular coil is short circuited. 


Another characteristic of a voltmeter is that the voltage 
reading across any potential is decreased in direct proportion 
to the amount of any external resistance that be connected 
in series with the voltmeter. For example, if one takes the 
voltage reading across a storage battery and finds it to be 
six volts, direct reading, and then connects the positive 
terminal of the battery to the positive terminal of the volt¬ 
meter, using one lead from the negative terminal of the bat¬ 
tery and one from the negative terminal of the voltmeter as 
test points across, say, the secondary coil of a magneto or bat¬ 
tery ignition system, a very much lower voltage will be read. 
In this way, by comparing with a good coil, detection of short 
or open circuit can be made. This method of test is very sat¬ 
isfactory when working with resistances that are too high to 
allow current to flow thru the test lamp points or when test 
points from the lighting circuit are not available. 

The following tabulations will give one a key to the loca¬ 
tion of faults that are the more probable and those which are 
the most prevalent. Certain of the difficulties are very char¬ 
acteristic and easily corrected, but others, while very apparent 
in effect, are at times very confusing in their cause. However, 
after a little experience, the operation of a defective piece 
of apparatus will show its cause as readily as one can deter¬ 
mine faulty operation of any of the mechanical equipment. 
For example, a short circuited generator armature fails to 
charge the battery, the generator has a growling noise which 
disappears when the shunt field is opened, by either raising 
the brush from the commutator or removing the shunt field 
fuse, providing the machine is so protected. The short cir¬ 
cuited coil will show itself by charred insulation, since all of 
the current generated by the machine is absorbed in the short 
circuited coil. A short circuited or grounded motor armature 


XXV 




coil, in case of grounded machines, makes itself apparent 
by slow cranking and by drawing excessive current from 
the battery when cranking. An open in the charging circuit 
causes serious arcing at the generator brushes and the lamps 
burn very brightly when the generator is being driven above 
its cut-in speed, providing the open be between the cut-in 
relay and the battery. If it be between the relay and the 
generator or in the relay itself, the arcing at the brushes will 
be noticed. If the machine be protected by a shunt field fuse, 
the fuse will operate if the machine is run on open circuit 
at a speed considerably above that at which the generator 
cuts in. A short circuited condenser in the ignition system 
manifests itself by failure of the unit even though current 
be flowing as shown by an ammeter. In a magneto, there will 
be no spark at the plug and if the instrument be removed 
from the car, it will be noted that the resisting torque of the 
armature is the same with or without the breaker mechanism 
in place. An open circuited condenser causes a very weak 
spark from the secondary coil and excessive arcing at the 
contact points. In testing a condenser with test points, it is 
necessary to use direct current in order to obtain positive 
results. The method of test is to put one test point on each 
terminal of the condenser for a short time and then, with 
the test points still in contact with the condenser, short cir¬ 
cuit the condenser. If it be in proper condition, a very char¬ 
acteristic snap will be heard. A short circuited condenser 
will, of course, show continuous circuit and were an ammeter 
placed in the primary circuit, it would be noted that there is 
no interruption of the current flow on opening the breaker 
points. 

A very disagreeable condition that is at times encountered 
is that of short circuit in the distributor head of the ignition 
system. This can be located by determining whether current 
is fed to the distributor head. If so and none reaches the 


plug or reaches the same plug all of the time, short circuit 
is present. This difficulty cannot be determined by the test 
lamp due to its comparatively low voltage, that of the ignition 
system being capable of 10,000 volts. 

IMPORTANT POINTS TO REMEMBER, 

In all electrical circuits there must be a path for the return 
of the current, either through the frame of the car or machine 
or through an insulated conductor. 

Po not forget to disconnect the battery before making an} r 
tests with the test points. 

Be sure that the circuit to be tested is isolated and the 
test lamp will not indicate continuity through some other path. 

Always remove the ground connection from inherently 
grounded machines before testing for ground. 

Study the circuit diagram before disconnecting any wires. 

In reassembling electrical equipment, be careful not to 
damage the insulation. 

Do not allow any insulated conductor to be clamped be¬ 
tween two metal surfaces in a way to destroy the insulation. 

Solder all connections well so that vibration will not break 
them open. 

Never grease nor oil the commutator on a motor or gen¬ 
erator. 

Oxidized or dirty contact points in an ignition system 
keep the circuit open and allow no current to flow. 

The vibration of the car causes conductors to move more 
or less, so do not crowd terminals. 

Always use the highest scale on any meter first. If this 
be too high, then try one a little lower. 

Never use an ammeter in any way but in series with the 
load. 

Don’t short circuit any load to determine whether current 
is flowing. 

Keep the bearings on electrical equipment well lubricated. 


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XXVll 






THE STORAGE BATTERY 


As an explanation of the action of a so-called storage bat¬ 
tery will be of material help to the mechanic in locating and 
correcting faults in this element of the electrical system, a 
few fundamental comparisons will be made. 

The storage battery is improperly named, in that the elec¬ 
trical energy is not actually stored in the battery, although 
the action is very similar to that of storage and discharge of 
electricity. The storage, or secondary cell, is an electro-chem¬ 
ical unit, and derives its ability and usefulness as a conveni¬ 
ent conveyor of electrical energy entirely through the medium 
of chemical action and reaction, just as gasoline is a conveni¬ 
ent carrier of mechanical energy. The energy from gasoline 
is released and converted into work through chemical action 
— (explosion)—in the cylinder of the engine. Now, were it 
possible that the waste gases from the cylinder— (the exhaust) 
—could, with the same cost in energy that is given up at the 
time of explosion, be converted hack into gasoline, it would 
be a chemical reaction. 

In the case of the storage battery we have a very similar 
condition, with this exception, that the “exhaust” or waste 
material is not dispelled into the air but remains in the battery. 

Starting with a fully charged battery, having all of its 
potential energy in the form of the positive and negative 
plates, peroxide of lead and soft spongy metallic lead respec¬ 
tively, and the electrolyte, we have the condition analogous 
to that of the compressed gasoline and air mixture in the 
cylinder just prior to the explosion. If any current is with¬ 
drawn from the battery, chemical action immediately starts, 
and its degree is in direct proportion to the current with¬ 
drawn. In other words, the amount of chemical action in¬ 


creases with the amount of current withdrawn; slight action 
when merely burning lamps and heavy action when cranking 
the motor with the starter. 

Each constituent of the mixture, as in all complete chem¬ 
ical changes, has a definite function to perform. In the stor¬ 
age battery, a part of the peroxide of lead of the positive 
(brown) plate, and the spongy lead of the negative (gray) 
plate, are converted, by taking some of the acid of the electro¬ 
lyte, into sulphate of lead, which are small white crystals and 
when formed are difficult to dissolve in water or electrolyte. 
The combination of removing acid from the electrolyte, as 
well as the addition of water (both taking place while the 
current is being withdrawn from the battery), tend to weaken 
or make less dense the electrolyte, hence the drop in gravity 
with discharge. 

From this it is apparent that the resulting materials from 
the discharge of the battery remain in the battery and, inas¬ 
much as the chemical action of a storage battery is reversible, 
if the conditions are reversed the materials will be converted 
back into their respective initial forms by so-called charge. 
This completes the cycle of the storage battery when in proper 
condition and not abused. 

One of the characteristic and chronic abuses that a storage 
battery must withstand is that of excessive sulpliation, or the 
battery being “sulphated.” This condition may arise from 
operating a starting battery which is being charged when¬ 
ever the motor is running above the “cut-in” speed of the 
generator, in a partially charged condition for a considerable 
time. Also, if a battery, either lighting or starting or a com¬ 
bination of the two, be left idle for an extended period in a 


xxviii 



discharged state, the same condition results. This is due to 
the minute crystals of lead sulphate, which are formed on 
both plates of all lead batteries during discharge, slightly dis¬ 
solving in the electrolyte, and recrystalling out, one upon the 
other, until there are appreciable crystals formed, making a 
white and shiny layer over the whole plate. A battery in this 
condition acts very similarly to one which is worn out,—in 
that its capacity in ampere hours has fallen far below the 
manufacturer’s rating, leading one to believe that a great deal 
of the active material has fallen out of the plates. The rem¬ 
edy for a sulpliated battery is a long, slow over-charge, at 
about one quarter the normal charging rate. This continued 
over-charge is necessary because of the difficulty of breaking 
the sulphate down by means of an electric current. In fact, 
the fault is corrected in part only after the treatment pre¬ 
scribed. Great care should be exercised in this charge, as 
well as for any other correction or in the operation of a stor¬ 
age battery, that the temperature of the electrolyte never 
exceeds 100 degrees Fahrenheit, Temperatures above this 
point are accompanied by a hardening of the plates, resulting 
in lower terminal voltage on discharge, and carbonizing of the 
separators which reduce their insulating value and cause pre¬ 
mature failure. 

Failure of insulation in a storage battery, as well as any 
internal short circuit due to foreign material or high sedi¬ 
ment, is shown by partial or total loss of voltage of that cell, 
or if only a very slight internal short circuit, by rapid loss 
of charge. 

Evidence of a broken jar is very apparent through leakage 
of the electrolyte. 


XXIX 


Breakage of a pillar post or strap connector is noticeable 
either by the wabble, or excessive heat generated at the faulty 
connection when the battery is being discharged at a high rate. 

One condition that may confront the battery repair man 
which is very easily explained, but at times difficult to detect, 
is the failure of separator insulation due to excessively strong 
electrolyte. The strong acid very rapidly attacks the wood 
fiber of the separator and makes it appear as rnussy wet 
chocolate. The specific gravity of the electrolyte in this case 
is usually at least 1320 and the voltage on charge is nor ma l 
but falls off rapidly on discharge. Remedy for this fault, in 
case the plates have not been too heavily sulpha ted, is replace¬ 
ment of separators and veiy low electrolyte, bringing the 
gravity back with a slow charge. 


REPAIRING BATTERIES 

LEAD C OYE EC T OB—SEALED TYPE 

Before starting to dismantle a battery, a sketch should be 
made showing the inter-cell connections and position of termi¬ 
nals for guidance in re-assembling. 

To remove terminals and cell connectors center-punch the 
tops of each over the terminal posts and drill to a depth of 
34 inch, using % inch drill for 12 volt batteries and % inch 
for 6 volt batteries. Do not drill deeper than necessary as it 
involves extra labor in building up the post again when re¬ 
assembling. 

To remove top connections after being drilled, place a flat 
piece of steel along edge of case to prevent marring or crush- 



ing of edges; then use lever underneath connector and pry 
off. Brush off the accumulation of lead and dirt from top of 
battery. Care should be exercised to keep foreign substances 
from the inside of the battery, especially metal which may 
become lodged between the plates and cause short circuiting. 

Remove vent plugs and blow in the holes in the covers. 
This should always be done before bringing an open flame 
near the battery, as an explosive gas, (hydrogen), is generated 
in the battery during both charge and discharge. Explosion 
of this gas in the confined space of the battery cell usually 
results in a broken jar. The moulded rubber vent plugs being 
very brittle and easily broken, the use of pliers for their re¬ 
moval is not advisable. 

Soften the sealing by playing a soft flame over the com¬ 
pound. Care must be taken so that the flame does not burn 
the covers. It is best to play the flame back and forth, not 
steadily in one place as this will cause the compound to melt 
and run. A small flame used for several minutes brings better 
results than a strong flame which melts only the surface com¬ 
pound and leaves that below hard. 

Use a heated screw driver (to prevent adhering) and dig 
out the compound. After all the compound has thus been 
removed apply the flame to the inside of the jar (through vent 
tube) for an instant, then run a hot putty knife around the 
edges between jar and cover. 

Place the battery on the floor and, holding firmly between 
the feet, grasp the terminal posts with two pairs of pliers and 
lift the element and cover out together. Let the elements rest 

XXX 


at an angle on top of jars to drain. While the elements are 
draining, apply flame around the terminal posts and lift off 
covers. 

If separators are in good condition, and a jar replacement 
only is necessary, set the element in electrolyte or water until 
ready to replace. If separators are to be changed, separate 
the positive and negative groups by grasping the elements 
firmly by the posts and working slowly back and forth. 

The smallest opening in a separator may cause a short cir¬ 
cuit which may not be discovered until the battery has been in 
use again for some time. When separators have turned black, 
they are carbonized and their life is virtually gone. To re¬ 
move separators, take a long bladed knife and run it between 
the plate and the separator. It is always best to renew the 
separators. Separators should never be allowed to become 
dry, but should be kept immersed in a very weak solution of 
electrolyte. 

Inspect plates to determine whether or not they require 
replacement. If battery has been overheated through over¬ 
charging or short circuiting, this will be indicated by brittle 
and buckled plates, with active material granular and falling 
away from the grid. Plates in this condition will have to be 
replaced. 

The condition of the positive plates can be ascertained by 
using the blade of a knife. If they are fairly hard and have 
neither lost too much of their surface nor become extremely 
buckled they can be used again. 




The condition of the negative plates is very often such that 
they may be used again with new positives. In this case the 
negative group should be immersed in water to prevent the 
plates from drying out through heating by exposure to the air. 

Occasionally it happens that one or two plates in a group 
require replacement while the balance of the plates are in good 
condition. In this case new plates may be used in replacement. 
A group Of buckled plates which, when re-assembled, will not 
go into the jar readily, should be replaced with a new group. 

Invert the case over a sink and thoroughly cleanse the jars 
by inserting a hose and injecting a stream of water into each. 
Be sure that all sediment and foreign mat er is removed be¬ 
fore replacing the elements. 

Inspect the jars carefully for cracks or holes. Jars ex¬ 
hibiting such, regardless of the size of the imperfections, 
should be replaced with new ones. 

To remove a jar fill it with boiling water and allow it to 
stand for a few minutes. This will loosen the sealing com¬ 
pound surrounding the jar. Grasp the edges of the jar with 
two pairs of pliers and pull it straight up. Care should be 
used so as not to damage adjacent jars. 

The new jar should be heated before being placed in the 
case. When the jar has been heated either with l)oiling water 
or flame, it should be pushed into place, taking care that the 
top of the jar is level with the others. If not lined up, the 
top connectors will be uneven, and as a result present a very 
amateurish-looking job. 


To assemble an element, place the positive and negative 
groups on a clean, flat surface. Always make sure that it is 
free from lead scrapings or foreign substances of any kind, 
as these substances will adhere to wet separators, which will 
cause short circuiting of the plates. Intermesh the positive 
and negative group. As the negative group contains one 
more plate than does the positive, both outside plates will be 
negative. 


Lay the element on its edge and insert the separators be¬ 
tween each pair of plates, the grooved side of the separator 
next to the positive plate. Carefully check up separators 
after assembling, as omitting a separator would cause con¬ 
siderable trouble. 


Take the element by the pillar posts and lower gently into 
the jar. This should be done very carefully to avoid breaking 
the jar. 


If the cover does not fit close to the terminal posts, or the 
wall of the jar, the openings should be calked to prevent the 
melted sealing compound from flowing into the jar. 


Pour the compound so that it will fill all spaces and reach 
to a height level with the top of the case. Also see that it flows 
evenly over the whole surface. 


Before applying connectors, see that the terminal posts 
are free of all compound and dirt. 


XXXI 



Using an ordinary pocket knife, clean tlie inside of the 
connectors. Then clean the tops of the connectors with a file, 
to remove dirt and oxide, so that they can be properly united. 

Before applying the terminal connectors, test all cells with 
a voltmeter to see if they are set np properly. The connectors 
should be applied so that the positive of one cell is connected 
to the negative of the next cell. 

In welding connectors and terminals to the posts, fuse the 
top of the post with the edges of the hole in the connector. 
Melt strips of lead and allow the molten metal to run into the 
hole in the connector. Care must be taken to see that the top 
of post and the inside edges of the connectors are properly 
melted together before adding additional lead. If this is not 
done, poor contact will result. Care should be taken not to 
melt the outer edges of the connectors. 

After burning the connectors and terminals, mark the posi¬ 
tive terminal ( + ) and the negative ( —). 


CHARGING 

Fill battery with electrolyte and start to charge at one half 
the normal charging rate and continue until gravity stops ris¬ 
ing. During the development charge take occasional temper¬ 
ature readings and if the temperature of any cell exceeds 


100° F., lower the charging rate, or discontinue charge until 
the cell cools. The strength of the electrolyte used for filling 
the battery largely depends upon the condition of the plates. 
If all new plates are used, gravity should be 1.300; if positive 
renewal, 1.285; if old and sulphated plates, 1.100, and if old 
and not sulphated plates, 1.250. 

If the battery has new plates, twice its rated capacity will 
be required for the development charge. If the plates are old 
and badly sulphated, more time may be required. 

Any cells which have not been repaired should be left out 
of the circuit during the first half of the developing charge. 
They may then be connected into the circuit and the whole 
battery brought to full charge. 

When the charge is complete, adjust the gravity of the 
electrolyte to 3.280 to 1.300. To do this remove some elec¬ 
trolyte from the cell and replace with pure water until de¬ 
sired gravity is reached; or remove electrolyte from the cell 
and replace with 1.400 acid, according to whether the cell 
reading is high or low. 

Clean off the top and sides of battery, cover terminals and 
connectors with vaseline and the battery is then ready for 
service. 


XXX11 


ABBOTT-DETROIT MODEL 6-4 A* /S/6-/3/7 

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162 












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FROM NORTH-EAST PLATE +30 



164 


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J COPYRIGHT 1018. BY *—U 

Automotive Publishing Co. 


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RROM IV. E. RLRTE +60 



165 









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SIMMS-HUFF SYSTEM 



166 


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AUTOMOTIVE PUBLISHING CO. 








J COPYRIGHT 1918, BY ‘- u 

Automotive publishing Co. 



167 


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170 


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Fft/M/C/./A/ /S/S 

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175 





















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Automotive Publishing Co. 




















































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178 


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Automotive Publishing Co. 













_ fJ COPYRIGHT 1918. BY 1 - 

Automotive Publishing Co. 


5. a GSY £ CO. /3/S 

&LL1S- CLMERS SYSTEM 



179 


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180 


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/ 3/3-/3/4 

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182 






















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183 









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192 


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Automotive Publishing Co. 












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194 


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195 









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&JE/T7y &yST£/*7 



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Automotive Publishing Co 






TS7U-. 


FROM M1NFRS. 3.F? lZ8'ri 


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197 






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198 






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200 


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201 


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202 

















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203 









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204 














COPYRIGHT 1018. BY 1 -^ 

Automotive Publishing Co 


HAYNES !2 MODELS **0-A0R-*N 19/7-/3/B 

CEECE ~NEv/EL.E -SY-ST-m, Effort EtrRS. &. /? /E7S4- 



205 





























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206 









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207 










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208 





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210 


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211 









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^C/y7 El C'£ r 


HOLMES /-9/<3 MODEL 7' 

D YMETO SYS TE/V7 



213 










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214 


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37 & 54- 


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DEL CO SYSTEM 


FROM HUDS OK /NS ER. T *2 2S 



215 















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216 




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HUDSON 1914“ 'IS CoS*t 

VELCO SYSTEM rfiZOn HUDSON INSERT *125 



217 











HUDSON 1916 6-40 

OELCO SYSTEM EROM HUDSON INSERT *1ZS 



218 






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219 





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22 


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224 


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Automotive Publishing Co. 





_ J COPYRIGHT 1918. BY *—U 

Automotive Publishing Co. 














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226 


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_^ COPYRIGHT 1910. BY *-L. 

Automotive Publishing Co 



//-£ SLSFjS /SO 




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228 


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INTEENfl T IONAL HARVESTER TRUCK 

NORTH EAST SYS TEM qm no ^ th . £/ q£ 7 " F’L ATE 3QQ 


ynr 

ground 


FUNCTION 30X 


GROUND 


INDICATOR 


LIGHTING SWITCH 



/2 VOLT 

storage 

BATTERY 



no TOR- 
GENERATOR 



STARTING SWITCH 





INTERNATIONAL HARVESTER TRUCK 19KS-11 U E8(H JJ 

BOSCH SYSTEM FROM MFRS. BjR 7+20-H 



Automotive Publishing Co. 





































INTERNATIONAL HARVESTER TRUCK 1918 F-G-HFLK 

NORTHEAST UCfHTISq ^<STEn ET*°sJf? 7+ J,-P **^ 







INTERNATIONAL HARVESTER TRUCK 1918 ALL-MODELS 

NO EE TTi-E/AE? T &'T-&T£M F/ROM7 Ml FR.S. 3/F 



232 



INTER STATE 1909-10-11 

IGNITION WIRING 


25 TO 3+ /ACL. 

FROM INTERSTATE INST.BOOK. 



N1AGNETO 






INTER STATE 

STARTING $ LIGHTING 



'12 40-41'+e 

7 arglco system from inter stave jnst book 





234 


_P COPYRIGHT 1918. »Y 1 U 

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J COPYRIGHT 1910. BY '-u > 

Automotive Publishing Co. 


INTERSTATE 1912 50-51-s2 

AIF’EECO system 


ERON1 INTERETETE JNST BOOK 


























function runnel t*il. 


FROM INTE/Z'STrfTE INST. 300K 


INTER. STrtTE 1913-14 45 


FF>ELCO SYSTEM 



MAGNETO 





























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238 


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239 




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240 


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241 



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243 


















PROM MPRS BP. 


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/6/Y/T/O/Y <£. 



244 









COPYRIGHT 1918. BY 1 -L . 

Automotive publishing Co 


W7 MFGS. SP &&££& 


JACKSON /. 9 /< 5 ~ A700SL && 

RUTOL/TA SYS7-^A7 



245 


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247 








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REW/R//VG D//9GR&M 




648 





























LIBRARY OF CONGRESS 












































































































































































































































































































